KR102006030B1 - Process for powering a compression ignition engine and fuel therefor - Google Patents

Abstract

The diesel engine fuel composition comprises methanol at least 20% by weight of the fuel; Water at least 20% by weight of the fuel level; The ratio of water to methanol between 20:80 and 80:20; The total amount of water and methanol of at least 60% by weight of the fuel composition, and the level of sodium chloride when the total amount is present as one or more additive-additives of at least 0.1% by weight of the fuel, is between 0 and 5% by weight of the fuel. And the level of flavor when present as an additive is between 0 and 1.5% of the composition. Also provided is the use of a process and associated system and fuel composition comprising preheating inlet air for operating a compression ignition engine using a fuel composition comprising methanol and water.

Description

PROCESS FOR POWERING A COMPRESSION IGNITION ENGINE AND FUEL THEREFOR}

The present invention relates to a new fuel composition and method for operating a compression ignition type internal combustion engine.

This application claims priority from Australian patent applications (AU2010905226 and 2010905225). This application also relates to an international application entitled “Fuel and process for powering a compression ignition engine” filed by the same applicant on the day of the joint priority claim. The specification of the relevant international application is incorporated herein by reference.

The search for fuel alternatives to conventional fossil fuels has been driven primarily by the need for "clean" emission fuels combined with low production costs and wide availability. Much attention has been paid to the environmental impact of fuel emissions. Research on alternative fuels focuses on non-combustion fuels and fuels that reduce CO ₂ emissions and other combustion products, as well as fuels that will reduce the amount of particulate matter and oxygen generated by fuel combustion.

Promotion of environmentally friendly fuel compositions for transportation applications has been concentrated on ethanol. Bio-materials, such as organic vegetable materials, can be converted to ethanol, and ethanol generated by such methods has been used as a partial replacement of fuel for spark ignition engines. While this reduces the dependence on non-renewable resources for fuels, the environmental consequences of the use of these fuels in the engine have not significantly improved overall, and the sustained use of such fuels in lower efficiency spark ignition engines Cleaner combustion is offset by the use and negative environmental impacts associated with the use of energy, cropland, fertilizer and irrigation water to produce fuel.

Other fuel alternatives to full or partial replacement of traditional fuels have not been widely used.

One major drawback of the complete replacement of traditional fuels and, in particular, fuels for compressed ignition engines (diesel fuels) with renewable alternative fuels is the perceived problem with respect to the low cetane index of such fuels. Such fuels cause problems in achieving ignition in a manner necessary for efficient operation of the engine.

Applicants also note that in some remote areas or environments, water is a scarce resource, and in such areas there is a need for power generation (such as through diesel engine electricity generation) combined with water by-product capture for reuse in community groups. It was recognized that there may be. In addition, transporting large amounts of energy through liquid pipelines is a long-term, cost-effective technique for transporting large amounts of energy over long distances with minimal visual impact, compared to overhead transmission lines.

Applicant has also recognized the need in some areas for heat generated by such industrial methods to be captured and reused in the community. In some cases, this need is combined with the need for water capture for reuse, described above.

In summary, there is a continuing need for alternative fuels for use in internal combustion engines. Fuels that can reduce emissions are of interest, in particular where improved emission profiles are obtained without major adverse effects on fuel efficiency and / or engine performance. There is also a need for a method of operating such an engine that allows a compressed ignition engine to be operated with diesel alternative fuels containing components that were not traditionally thought to be suitable for use in such applications. In remote areas or in environmentally sensitive environments (especially in high latitude marine environments in port areas in terms of emissions) or in remote dry but cold inland areas where maximum use of all byproducts of engine operation, including, for example, heat and water byproducts, is available. There is also a need for diesel engine fuels and engine operating methods suitable for use in other regions, such as. These objects are preferably solved with as little disadvantage as possible to fuel efficiency and engine performance.

According to the invention, the diesel engine fuel composition is:

At least 20% by weight of methanol in the fuel;

At least 20% by weight of water in the fuel;

Water to methanol ratio between 20:80 and 80:20;

A total amount of water and methanol of at least 60% by weight of the fuel composition; And

At least 0.1% by weight of at least 0.1% by weight of the fuel, wherein the level of sodium chloride, if present as an additive, is between 0% and 0.5% by weight of the fuel and the flavor level is additive When provided as a diesel engine fuel composition, between 0% and 1.5% of the composition is provided.

According to the invention, there is also provided a method of operating a compression ignition engine using a fuel comprising methanol and water, the method comprising:

Preheating the intake air stream, introducing the preheated air into the combustion chamber of the engine and compressing the preheated air; And

Introducing fuel into the combustion chamber to ignite the fuel / air mixture.

The present invention eliminates the need for the production of such and byproduct components by incorporating a mixture of high purity components into the fuel according to the methods described herein, resulting in simpler and less expensive fuel production and reduced environmental impact. May result in. Cost and environmental benefits can also arise from the use of fuel in cold climates, as it can easily meet any low temperature environment that the cooling point of the fuel may experience.

Exhaust from fuel combustion may contain low impurities, making them ideal for subsequent processing. As an example, CO 2 may be converted back to methanol to directly reduce greenhouse gas C02, or high purity CO 2 may utilize a number of energy sources, including methanol production, utilizing energy sources that may include renewable resources including solar heat. It can be used to grow organics such as algae for end use.

According to one embodiment, the additive comprises up to 20% by weight of ether in the fuel. The ether may be dimethyl ether.

In one embodiment, water produced during fuel combustion can be recovered, which is a major advantage in remote areas where water is scarce. In another example, the heat generated during operation of the diesel engine can be utilized for district heating requirements. The embodiments described below provide a power generation system through the operation of a diesel engine, thereby appropriately utilizing the water and / or heat output of the engine.

According to the invention, as a power generation system:

Operating power using a compressed ignition engine using methanol-water fuel to generate power;

Preheating the inlet air stream of the compression ignition engine and / or fumigating the inlet air stream with an ignition enhancer;

A power generation system is further provided that includes treating the engine exhaust gas to recover exhaust heat and / or water from the engine and returning the heat and / or water for further use.

In some embodiments, heat and / or water may be recycled back to the engine for reuse. Alternatively or in addition, heat and / or water may be sent back locally for use elsewhere. In one example, heat may be supplied to a nearby population through a hot water loop, such as to provide energy to the population in the form of heat, thereby heating up a home or commercial site. In this example the engine can be used to generate electricity for the population, which can be particularly advantageous for remote populations.

In other embodiments, the system may be adapted to operate vehicles including rail and marine vehicles. In these applications, the exhaust is treated to remove particulates and recover heat and water for other uses, such as those required for rail or marine vehicles, and for reuse in engines.

According to the invention, there is further provided a method of conveying a two-part pre-fuel composition comprising methanol and ether, the method comprising conveying the pre-fuel to a second region away from the first region and Separating the ether from methanol, separating the first fuel portion comprising methanol and the second fuel portion comprising ether.

According to the invention, there is further provided a pre-fuel composition comprising methanol and up to 10% by weight of ether.

According to the present invention, there is further provided the use of the aforementioned diesel fuel composition in the aforementioned method or power generation system.

Embodiments of the present invention will now be described by way of example with reference to the accompanying drawings.

1 is a flow chart illustrating a method of operating a compression ignition engine in accordance with an embodiment of the present invention.
FIG. 2 shows dimethyl ether (DME) as an ignition enhancer, fumigation into the engine (relative to fuel weight), for three fuel compositions (100% methanol, 70% methanol: 30% water and 40% methanol: 60% water). Is a graph showing the change in temperature of the compressed fuel / fumigant / air mixture, in relation to one method that can be utilized with the assistance of the ignition improvement technique described below.
3A is a flowchart illustrating a method of operating a compression ignition engine and treating engine exhaust using waste heat used as a separate heating source through a hot water loop.
FIG. 3B is a flowchart similar to FIG. 3A but with the exception of the step of fumigation of the engine intake air.
4A is a more detailed view of the exhaust treatment in the flow charts of FIGS. 3A and 3B.
4B is similar to FIG. 4A but without the final exhaust air exchange condenser.
5A is a flow diagram illustrating a method of operating a compression ignition engine and treating engine exhaust to drive a rail vehicle.
FIG. 5B is similar to FIG. 5A but with a flow chart excluding the step of fumigation of engine intake air.
6A is a flow diagram illustrating a method of operating a compression ignition engine and treating engine exhaust to drive marine vehicles.
FIG. 6B is a flowchart similar to FIG. 6A but with the exception of the step of fumigation of the engine intake air.
FIG. 7 is a graph illustrating the brake thermal efficiency of a compression ignition engine fumigation of DME using variable amounts of water and fuel containing methanol, liquid DME and DEE.
FIG. 8 is a graph illustrating the brake thermal efficiency of a compression ignition engine using a fuel containing varying amounts of eteh as an ignition enhancer and utilizing DME as a fumigation.
9 is a graph illustrating the NO exhaust output of a compression ignition engine using a fuel containing varying amounts of water and utilizing DME as a fumigant.
10 is a schematic diagram of a method and equipment of a test fixture used to obtain the results of Example 1. FIG.
11 is a graph illustrating reducing the NO exhaust power of a compression ignition engine by increasing the amount of water in the methanol-water fuel.

The fuels and methods described herein are suitable for operating Compression Ignition (CI) engines. In particular, this fuel and method are most suitable for, but not limited to, CI engines operating at low speeds, such as 1000 rpm or less. The speed of the engine may even be less than 300 rpm, for example less than 150 rpm.

Fuel is therefore suitable for large diesel engines such as operating on ships and trains and in power plants. Due to the slower speed of large CI engines, efficient operation is achieved by allowing enough time for the combustion of the selected fuel composition to complete and a very high percentage of the fuel vaporize.

However, it should be understood that the fuels and methods described herein may also operate with smaller CI engines operating at higher speeds. In fact, preliminary testing work has been done on small CI engines operating at 2000 rpm and 1000 rpm, and it has been demonstrated that fuel can also run such higher speed engines. In some examples, the adjustment may assist in the use of fuels and methods in small (higher rpm) CI engines.

Fuel composition

The fuel composition for the method includes methanol and water. The fuel is a compressed ignition engine fuel, ie a diesel engine fuel.

To date, methanol has not been applied commercially in compression ignition engines. The disadvantages of using methanol as an engine fuel, either purely or in a mixed state, are highlighted by a low cetane index in the range of 3 to 5. This low cetane index makes methanol difficult to ignite in CI engines. Mixing water with methanol further reduces the cetane index of the fuel, which makes the combustion of the methanol / water mixed fuel even more difficult, and therefore the use of water in combination with methanol in CI engines has been considered counterintuitive. The effect of water following fuel injection is to cool the water as it is heated and evaporated, lowering the effective cetane.

However, it has been found that methanol-water fuel combinations can be used efficiently and with cleaner exhaust emissions in compression ignition engines if the intake air stream introduced into the engine's combustion chamber is sufficiently preheated. Additional factors described in more detail also contribute to maximizing the effective operation of the CI engine with this fuel. As a second measure, the intake air stream may be further fumigation with a fumigation agent comprising an ignition enhancer.

The fuel may be a homogeneous fuel or a single phase fuel. The fuel is typically not an emulsion fuel comprising separate organic and aqueous phases emulsified together. The acceptance of additional components in the fuel is supported by the double dissolution performance of both methanol and water, which will dissolve a wide range of materials over the various water: methanol ratios available.

Surprisingly, it has been found that certain new fuel compositions based on methanol and relatively high water levels can be used as fuel for compression ignition engines. The fuel may be referred to as diesel fuel. Although some fuel compositions based on methanol and water have been described above, this type of fuel containing high water levels is not known to be able to operate compression ignition engines. Specifically, methanol fuels having a water component have been described for use only as a heated or cooking fuel when the fuel burns to produce heat. The principle applied to diesel engine fuels is very different because the fuel must ignite under compression in a compression ignition engine. With reference to the use of methanol and other components in cooking / heating fuels, very little information can be obtained, if any. However, because of the technology described herein, the new fuel described herein can operate a compression ignition engine.

One new diesel fuel composition is:

At least 20% by weight of methanol in the fuel;

At least 20% by weight of water in the fuel;

Water to methanol ratio between 20:80 and 80:20;

A total amount of water and methanol of at least 60% by weight of the fuel composition, such as at least 70%, at least 80% or at least 85% of the fuel composition; And

At least 0.1% by weight of at least 0.1% by weight of the fuel, wherein the level of sodium chloride, if provided as an additive, is between 0% and 0.5% by weight of the fuel and the flavor level is additive When present as, it is between 0% and 1.5% of the composition.

According to one embodiment, the additive comprises ether at a level of up to 20% by weight of the fuel. The ether may be dimethyl ether or diethyl ether.

The water level may exceed 20% by weight of the fuel composition in some embodiments. The minimum water level of some embodiments will be described later. For example, the minimum water level is greater than 25 weight percent, greater than 30 weight percent, greater than 35 weight percent, greater than 40 weight percent, greater than 45 weight percent, greater than 50 weight percent, greater than 55 weight percent, It may exceed 60% by weight, exceed 65% by weight or even exceed 70% by weight.

Such high water methanol-water diesel fuel compositions have not been established so far to operate compressed ignition engines. However, these high water methanol-water fuel compositions described herein can operate a compression ignition engine, especially when this engine operates in accordance with the method described herein. This may involve inlet air preheating or fumigation of the inlet air with a fumigation agent.

In general, the relative amounts of water and ethanol in the fuel composition may range from 0.2: 99.8 weights to 80:20 weights. According to some embodiments, the minimum water level (for ethanol) is 2:98, 3:97, 5:95, 7:93, 10:90, 15:95, 19:81; 1:99, which is the same as the minimum ratio of 21:79. In some compositions, the upper limit of water (relative to methanol) is 80:20, such as 75:25, 70:30, 60:40, 50:50 or 40:60. The relative amount of water in this composition may be considered to be in the "low to medium water" level range or the "medium to high water" level range. The "low to medium water" level range is the maximum of any of 18:82, 20:80, 25:75, 30:70, 40:60, 50:50 or 60:40 from any of the minimum levels described above. It covers the range up to. The "medium to high water" level range is one of the upper limits set forth above from any of 20:80, 21:79, 25:75, 30:70, 40:60, 50:50, 56:44 or 60:40. It includes the range up to the maximum of. Typical low / medium water level ranges are from 2:98 to 50:50 and typical medium / high water level ranges are from 50:50 to 80:20. Typical low water level ranges from 5:95 to 35:65. Typical mid level water ranges from 35:65 to 55:45. Typical high water level ranges are 55:45 to 80:20. The new higher hydrous diesel fuel of the present invention may include the above relative amounts of water and methanol provided that the fuel includes the properties of the fuel described above (such as at least 20% hydrous).

Considering the weight percentage of water in the total (main) fuel composition, the relative amount of water in the main fuel composition is at least 0.2%, at least 0.5%, at least 1%, at least 2%, at least 3%, At least 4%, at least 5%, at least 6%, at least 7%, at least 8%, at least 9%, at least 10%, at least 11%, at least 12%, at least 13%, At least 14%, at least 15%, at least 16%, at least 17%, at least 18%, or at least 19%, at least 20%, at least 22%, at least 25%, at least 30% , At least 35%, at least 40%, at least 45%, at least 50%, at least 55%, at least 60%, at least 65%, or at least 70% by weight of water. Even more surprisingly, as the weight of water in the main fuel composition increases, fumigation of the inlet air into a fumigant overcomes the disadvantages of water in fuel in terms of ignition by generating smooth operation and net power in terms of COV in IMEP. The maximum amount of water in the fuel composition is 68%, 60%, 55%, 50%, 40%, 35%, 32%, 30%, 25%, 23%, 20%, 15 weight percent or 10 weight percent. Any of the minimum levels can be combined with the maximum level without limitation, except for the requirement that the minimum level be less than the maximum water level.

For preferred brake thermal efficiency (BTE), based on the test results reported in the examples, in some embodiments the amount of water in the fuel composition is between 0.2% and 32% by weight. The optimum zone for the peak in brake thermal efficiency for methanol-water compressed ignition engine fuel is between 12% and 23% by weight of the main fuel composition. This range can be incrementally narrowed from the wider of these two ranges to the narrower one. In some embodiments, this is combined with the amount of ignition enhancer in the fuel composition, which is at most 15% by weight of the main fuel composition. Details of the ignition enhancer will be described later.

Based on the other test results reported in the examples for the maximum reduction of NOx emissions, in some embodiments the amount of water in the fuel composition is between 22% and 68% by weight. The optimum zone for the maximum reduction of NOx emissions is between 30% and 60% by weight of the main fuel composition. This range can be incrementally narrowed from the wider of these two ranges to the narrower one. Since NO is the main NOx emission component, reference may be made to the NO emission, which is at or represents a greater proportion of the full range of NOx emissions.

In some embodiments, for the desired balance of fuel properties and emissions, the fuel composition is between 5% and 40% by weight of the main fuel composition, such as between 5% and 25% water, between 5% and 22% water. Contains water. These levels are based on the combination of test results reported in the examples.

In general fuels for use in the methods described herein, the amount of methanol in the total fuel composition is preferably at least 20% by weight of the fuel composition. According to some embodiments (such as the new high water methanol-water diesel fuel composition embodiment), the amount of methanol in the fuel composition is at least 30%, at least 40%, at least 50%, at least 60% or at least 70% of the fuel composition. . In general fuels for use in the methods described herein, the amount of water in the total fuel composition is at least 0.2%, at least 0.5%, at least 1%, at least 2%, at least 3%, at least 4%, at least 5%, at least 6 %, At least 7%, at least 8%, at least 9%, at least 10%, at least 11%, at least 12%, at least 13%, at least 14%, at least 15%, at least 16%, at least 17%, at least 18%, At least 19%, at least 20%, at least 25%, at least 30%, at least 35%, at least 40%, at least 45%, at least 50%, at least 55%, at least 60%, at least 65% and at least 70%. . For a new high water methanol-water diesel fuel composition embodiment, the water level is at least 20% by weight of the fuel composition. Ignition of such fuel at higher water levels can be achieved through increased temperature of the air entering the engine. Further enhancement of the ignition properties can be achieved through the use of a fumigant that can ignite prior to fuel injection, thus creating advantageous higher temperature conditions for ignition to occur after fuel is injected. As the weight of water in the fuel composition increases, even more surprisingly, the ignition improvement techniques outlined above overcome the disadvantages of water in the fuel.

The combined amount of methanol and water in the total fuel composition may be at least 75%, such as at least 80%, at least 85%, or at least 90% of the fuel composition. The fuel composition may comprise one or more additives in which the combined amount in the fuel composition is at most 25%, or at most 20%, or at most 15%, or at most 10% by weight. In some embodiments, the total or combined level of additive is at most 5% of the fuel composition. In some embodiments, such as a new high water diesel fuel composition, the additive makes up at least 0.1% by weight of the fuel. In this new high water diesel fuel composition, if sodium chloride is present, the level of this additive is present at a level of up to 0.5% by weight of the fuel, and if present, the flavor level is at most 1.5% of the composition.

Methanol for use in the generation of the fuel composition can be from any source. As one example, methanol may be prepared or spent methanol, or rough or semi-refined methanol, or unrefined methanol. Coarse or waste or semi-refined methanol may typically contain primarily methanol, but the residue is water and higher hydrocarbons, aldehydes, ketones or other hydrocarbon and oxygen molecules generated during the normal process of preparing methanol. Waste methanol may or may not be suitable depending on the degree or type of contamination. References to the ratio of methanol to water and the amount of methanol in the fuel composition in the preceding sections refer to the amount of methanol itself in the methanol source. Thus, if the methanol source is crude methanol containing 90% methanol and other components and the amount of this crude methanol in the fuel composition is 50%, the actual methanol amount is considered to be 45% methanol. The water component in the methanol source is considered when determining the amount of water in the fuel composition, and other impurities are treated as additives when assessing the relative amounts of the components in the product, unless otherwise specified. The higher alcohols, aldehydes and ketones that may be present in the crude methanol can function as soluble fuel extender additives.

According to some embodiments, the fuel comprises crude methanol. The term “crude methanol” includes a low purity methanol source, such as methanol, a methanol source containing water, and can be up to 35% non-aqueous impurities. The methanol content of the crude methanol may be 95% or less. Crude methanol can be used directly in the fuel without further refining. Typical non-aqueous impurities include higher alcohols, aldehydes, ketones. The term "crude methanol" includes spent methanol, coarse methanol and semi-refined methanol. A particular advantage of this embodiment is that crude methanol containing impurities at higher levels can be used directly in fuel for CI engines without expensive refining. In this case, the additive level (ie, crude methanol impurities and other fuel composition additives except water) may be up to 60% of the fuel composition (including impurities in crude methanol). For fuel compositions that use very high purity methanol (such as 98% by weight or more pure methanol) as a source, the total additive level can be as low as 25%, 20%, 15% or 10% at maximum. .

Any water of appropriate quality can be used as the source of water for the production of the fuel composition. The source of water is unrectified coarse methanol, or recycled water, or crude, which is purified by reverse osmosis or purified by an active material such as activated carbon or by other chemical treatment, deionization, distillation or evaporation techniques. Water that is included as part of contaminated water (eg, salt-containing seawater). Water can come from a combination of these sources. As an example, the source of water may be water recovered from the water enriched exhaust of the combustion ignition engine. Such water may be recovered through heat exchangers and spray chambers or other similar operations. This recovery and reuse technology can purify the exhaust emissions. Water in this case is recycled back to the engine with or without any captured unburned fuel. Hydrocarbons or particulates or other combustion products are returned to the engine and recycled to extinction through a loop combustion step, or are processed by known purification means. The water may in some embodiments be brine, such as seawater, and purified therefrom to remove salt. This embodiment is suitable for marine applications, such as marine CI engines, or for operation of CI engines in remote island areas.

The quality of the water will affect the corrosion and engine deposition characteristics up to the point of injection into the engine through the supply chain, and the proper treatment of fuel through anticorrosive additives or other methods may be necessary in these environments.

The amount of additive included in the fuel may take into account any downstream dilution effect caused by addition of (eg) water to the fuel.

The additives that may be present in the fuel composition may be selected from one or more of the following categories, but not solely from these:

1. Ignition improver additives. These may be referred to as ignition enhancers. Ignition improvers are components that promote the onset of combustion. Molecules of this type are inherently unstable and this instability results in a "self starting" reaction that results in the combustion of other fuel components (eg methanol). Such ignition improvers are conventionally formulated to have ignition enhancing properties such as ethers (including C1 to C6 ethers such as dimethyl ether), alkyl nitrides, alkyl peroxides, volatile hydrocarbons, oxygenated hydrocarbons, and mixtures thereof. It may be selected from materials known in the art.

In addition to the typical ignition enhancer, the finely dispersed hydrocarbon particles present in the combustion zone may or may not serve as the combustion initiator upon vaporization of the liquid fuel component prior to ignition, but such types present are total air / fuel It can contribute to a more complete and faster burning of the mixture.

Although additional ignition improvers may be incorporated into the fuel, the techniques described herein facilitate ignition across the engine operating range without such additives. Thus, according to some embodiments, the fuel is free of ignition improver additives. In other embodiments, the fuel is free of DME (although it may contain other ignition improvers). According to some embodiments, when dimethyl ether is an ignition improver, less than 20%, less than 15%, less than 10%, less than 5%, less than 3%, less than 1% dimethyl ether may or may not be present in the fuel composition. Can be. In some embodiments, the amount of ether (of any type, such as dimethyl or diethyl ether) in the main fuel composition is less than 20%, less than 15%, less than 10%, less than 5%.

In some embodiments, at least 80% of the ignition enhancers present in the fuel composition are provided with one or at least two specific chemicals, for example dimethyl ether and diethyl ether. In one embodiment, the ignition enhancer of a single chemical identity is present in the main fuel composition. In one embodiment, at least 80% of the ignition enhancer in the fuel composition consists of the ignition enhancer of a single chemical identity. In each case, the single ignition enhancer constituting the ignition enhancer or greater than 80% of the ignition enhancer component may be dimethyl ether. In another embodiment, the ignition enhancer comprises a mixture of three or more ignition enhancers.

In some embodiments the amount of ignition enhancer in the fuel composition is up to 20%, such as up to 10% or up to 5% of the fuel composition.

2. Fuel extender. Fuel extenders are materials that provide thermal energy for driving an engine. The material used as fuel extender may have this purpose as the main purpose for inclusion in the fuel composition, or the additive may provide this and other functions.

Examples of such fuel extenders are as follows:

a) hydrocarbon. Hydrocarbons include sugars and carbohydrates. Hydrocarbons may be included for fuel extender purposes, but may also function as ignition improvers and / or combustion improvers. The hydrocarbon is preferably water / methanol soluble and higher water levels contain more dissolved sugars in the fuel. The concentrated water (single phase) fuel composition allows for the dissolution of hydrocarbons such as sugars, but the liquid solvent (water / methanol) in the fuel composition evaporates in the engine, so that the hydrocarbon solute will degrade / react under engine conditions. (Lower Explosive Limit) It is possible to form micro-fine large surface area suspended particles of composition, thereby improving the ignition of the fuel mixture. In order to achieve an improvement in the combustibility of the mixture, an amount of at least 1%, preferably at least 1.5% and more preferably at least 5% of these hydrocarbon additives is preferred. An upper limit of up to 20% of the fuel composition is preferred.

b) soluble fuel extender additives. Fuel extender additives are combustible materials. These additives may be added as separate components or may be part of the undistilled methanol used to produce the fuel composition. Such additives include C2-C8 alcohols, ethers, ketones, aldehydes, fatty acid esters and mixtures thereof. Fatty acid esters, such as fatty acid methyl esters, may have a biofuel origin. These may be supplied via biofuel sources or methods. Typical methods for their production involve the transesterification of plant-extracted oils, in particular rapeseed, palm or soybean oil.

Such additives can economically increase the level of fuel extender in the fuel composition itself for a particular market that can be produced or grown and consumed locally, thereby eliminating the need for the importance of base fuels and / or additives. There may be opportunities to reduce it. Under such conditions, concentrations of up to 60% total additives, including such fuel extender additives, can be considered, especially when the methanol source is crude methanol, but up to 30%, or up to 40%, or up to 50% of the fuel composition. The amount and the treatment rate of are preferable.

3. Combustion enhancer. These may also be referred to as combustion improvers. Examples of combustion enhancers are ammonium nitrate compounds, for example ammonium nitrate. At 200 ° C., ammonium nitrate decomposes to nitrous oxide according to the following reaction:

NH ₄ NO ₃ = N ₂ 0 + 2H ₂ 0

The nitrous oxide formed reacts with the fuel in the presence of water in a similar manner to oxygen as follows:

CH ₃ 0H + H ₂ 0 = 3H ₂ + CO ₂

H ₂ + N ₂ 0 = H ₂ 0 + N ₂

CH ₃ OH + 3N ₂ O = 3N ₂ + CO ₂ + 2H ₂ 0

Other ammonium nitrate compounds that can be used include, for example, ethylammonium nitrate and triethylammonium nitrate, but these nitrates can also be considered as ignition enhancers (cetans) rather than combustion enhancers, as their main function in fuel is ignition enhancers. .

Other combustion modifiers may include metal or ionic species, which are formed by dissociation under a pre or post combustion environment.

4. Oxygen absorbing oil. The coral absorbing oil is preferably one that can be dissolved in a water methanol mixture. Oxygen absorbing oils have a low self-ignition point and also have the ability to absorb oxygen directly before combustion, for example in an amount of 30% by weight of oil. This rapid condensation of oxygen from the hot gas phase to the oil / solid phase after vaporization of the ambient water will heat the oil particles more quickly, resulting in ignition of the ambient vaporized superheated methanol. Ideally suitable oils for this role are linseed oils at a concentration of approximately 1-5% in the fuel mixture. If this additive is utilized in the fuel composition, the fuel mixture should be stored under an inert gas blanket to minimize the decomposition of the oil by oxygen. Flaxseed oil is a fatty acid containing oil. Other fatty acid containing oils may be used instead of or in addition to flaxseed. Preferred oils are oils which can be dissolved in methanol or mixed into methanol, producing a homogeneous single phase composition. However, in some embodiments, oils that cannot be mixed in water / methanol can be used, especially if emulsifying additives are also present in the fuel composition.

5. Lubricating additives. Examples of lubricating additives include diethanolamine derivatives, fluorosurfactants and fatty acid esters, such as biofuels, which can be dissolved to some extent in the water / methanol mixture that is the source of the fuel composition.

6. Product coloring additives. Coloring additives help to ensure that the fuel composition cannot be misused as a liquid beverage such as water. Colorants that can be dissolved in any water may be used, such as yellow, red, blue colorants, or combinations of these colorants. The colorant may be a standard accepted industrial liquid colorant.

7. Flame color additives. Non-limiting examples include carbonates or acetates of sodium, lithium, calcium or strontium. Flame color additives may be selected to achieve the desired product color and stability at the final product pH. When selecting the additive to be used, engine deposit considerations may also be considered, if any.

8. Anti-corrosion additives. Non-limiting examples of corrosion protection additives include amine and ammonium derivatives.

9. biocide. Biosides may be added, but they are generally not necessary because the high alcohol (methanol) content in the fuel prevents biological growth or biological contamination. Thus, in some embodiments, the fuel is free of biosides.

10. Freezing point depressant. While freezing point inhibitors may be included in the fuel, methanol (and optional additives such as sugars added for other uses) inhibits the freezing point of water. Thus, according to some embodiments, the fuel is free of dedicated freezing point inhibitors added.

11. Deposit reductant. Non-limiting examples include polyethers and triethanolamines.

12. Denaturant, if necessary.

13. pH adjusters. Modulators that raise or lower the pH to an appropriate pH may be used, which is compatible with the fuel.

The additives, and in particular the additives identified in items 1 and 2 above, may be as standard industrial trade products (ie in purified form) or as semi-treated aqueous solutions (ie in non-refined form, semi-refined form, or cru Can be added to the fuel). The latter option potentially reduces the additive cost. The condition of the use of such a crude additive source is that the crude form impurities of the additive, such as crude sugar solution or sugar syrup, for example, do not adversely affect fuel injector or engine performance.

According to some embodiments, the fuel comprises at least one additive. According to some embodiments, the fuel comprises at least two different additives.

The fuel of some embodiments may include 20% to 80% by weight of water in the fuel composition and up to 20% by weight of dimethyl ether. The dimethyl ether content of some examples can be up to 15%, up to 10%, up to 5%.

Ethers are mentioned above as examples of ignition improvers and soluble fuel extender additives. Regardless of the intended function, in some embodiments, ethers may be present in total at levels of less than 20%, less than 15%, less than 10%, less than 5%, less than 3%, or less than 1% in the fuel composition. This amount may exceed 0.2%, 0.5%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, 10%, 12%. If the lower limit is less than the selected upper limit, the lower limit and the lower limit can be combined without limitation.

In some embodiments, the fuel composition comprises ether in an amount between 0.2% and 10% by weight of the main fuel composition. The ether is preferably a single ether or a combination of two ethers.

In methanol-raw fuels, by using ether as either an ignition improver and / or a soluble fuel extender, a completed process for production, transport and use of fuel composition has been developed. The methanol-raw fuel may in this example be a water free fuel or a methanol-water fuel. This will be described later in more detail.

In some embodiments the additive in the fuel may be

Product coloring additives at up to 1% by weight, and

It can contain a flame color additive at up to 1% by weight.

Inlet air preheat Example  Detailed description of engine operation

1 illustrates a flow diagram that schematically illustrates a method of using a fuel 11 of a methanol / water mixture in a CI engine 10. The method includes preheating the intake air stream 12 and then introducing fuel 11 into the combustion chamber to ignite the fuel / preheated air mixture by compression ignition to drive the engine to preheated air. Introducing into the combustion chamber of 10).

Intake air 12 may be preheated by a variety of techniques and injected into the combustion chamber before or during the initial stage of the compression stroke of the engine to compress the air prior to injecting fuel into the combustion chamber. Air compression raises the temperature of the combustion chamber, providing favorable ignition conditions of the fuel when fuel is injected into the combustion chamber during the last stage of compression.

Preheating the intake air 12 provides a higher temperature base at the start of the compression stroke, so that the temperature at the time of fuel injection eventually becomes higher than if the air was not preheated and burned more. The level of preheating required depends on the required temperature of the combustion chamber at the point of fuel injection required to ignite the water / methanol fuel mixture. This, now, depends on the relative ratio of water and methanol in the fuel.

Examples of preheated air temperature levels are shown in the following examples, but in general, for fuels of low to medium water levels, a properly preheated intake air temperature is at least such as approximately 100 ° C. to 150 ° C. (eg approximately 130 ° C.). 50 degreeC, or at least 100 degreeC. For fuels of medium to high water level, the preheating temperature is in the range of at least approximately 150 ° C., such as 150 ° C. to 300 ° C. or more.

Preheating of the intake air offsets the poor cetane character of methanol / water fuels, especially those with medium to high water levels. Preheating can be accomplished by several means.

In the embodiment shown in FIG. 1, the intake air 12 captures a hot exhaust 22 comprising burned gas and unburned fuel and other particles, and directs the exhaust to the heat exchanger. It is preheated by passing through a heat exchanger 20 which heats the steam 15 and cools the exhaust 22. Fan inline with intake air 12 may be provided to optimize the pressure profile of the intake air throughout the engine cycle.

Techniques for preheating include any one or combination of the following heating methods.

1. The waste heat pre-heater (pre-heater) - in relation to the embodiment of Figure 1 uses a heat exchanger as previously discussed.

2. Air intake fumigation - fumigation of the air intake steam with an ignition enhancer to encourage an increase in the temperature of the combustion chamber-described in more detail below.

3. Super Charger / blower (supercharger / blower) - or is driven by the engine to force the guidance of the intake air into the combustion chamber and the other air compressing means to heat the air sucked through the air pressure increases.

4. Turbocharger-or other air compression mechanism driven by engine exhaust or other waste heat for forced induction of intake air into the combustion chamber, and heating intake air through increased air pressure.

5. Direct heating-using direct methods to heat air, such as heating the fuel or electrically through an element to produce the required temperature increase, such methods during start-up and at low engine loads. Can be useful.

6. Glowplug (or hot bulb)-directs heat to the engine cylinder, this category includes an external heater that matches the intake air to heat the intake air directly.

The transfer of waste heat from the engine exhaust through a heat exchanger (without fan, option 1 above) is due to the lower mass flow of air (relative to options 3 to 4 where the mass flow of air is not reduced). Will result in lower power from the engine. However, this maximum power loss can be partially offset by the lower demand for excess air and higher efficiency in combustion under hotter conditions at the time of fuel injection compared to petroleum based diesel fuels. A pressure compensating fan driven by exhaust or the like can offset the reduced mass flow of air under conditions of increasing temperature.

Alternatively, a turbocharger or supercharger can be used alone or in combination with an engine exhaust heat exchanger to derive more power with higher combustion efficiency.

In another embodiment, heating the fuel in accordance with known techniques may assist the ignition process.

The preheat option in combination with medium for high water / low methanol fuel is the most appropriate time to maximize engine performance from starting the engine cycle and “constant” volume cycle during the combustion and initial expansion phases. More constant temperature expansion directed to the frame, where heat from methanol is a substantial portion of the evaporated water.

The process illustrated in FIG. 1 includes an exhaust treatment and recycle component for collecting and integrating exhaust material back into the fuel. In particular, the treatment includes the recovery and integration of water, unburnt fuel, hydrocarbons, carbon dioxide, and other small amounts of exhaust.

For fuels that have a medium for high water levels but do not rule out lower water levels, water rich exhaust may be the source of fuel water, and small levels of exhaust pollutants may be captured and returned to the engine. Can be. Water recovery from the exhaust material involves cooling and condensing the exhaust material and collecting the condensed water.

1 shows that after exhaust material 22 is cooled through heat exchange with intake air 12 in heat exchanger 20, the cooled exhaust is then fuel 32 with water recycled to engine 10. Pass through the condenser 25, which can be collected and returned as

The second heat exchanger 34 in the final phase of the treatment process assists condensation, may have been purified, and may contain additives to capture and purify other hydrocarbons or any fluorinated methanol in fuel, soot and other particulates. It further includes a spray chamber arrangement utilizing water which may contain. These particulates are returned to the engine for removal through a 'recycle to extinction' process with the recycled fuel 32, and the purified pure exhaust 33 contains little contaminants and is released into the atmosphere. Can be. The water used in the spray chamber may be from a range of alternative sources and may be purified or deionized. Water may contain optional additives. Optional additives should be consistent with the combustion process.

Heat exchanger 354 may be a brine / water heat exchanger as shown in FIG. 1 that draws brine through inlet 36 and releases brine through outlet 37. Such heat exchangers are suitable for use, for example, in the treatment of exhaust for ships that are rich in salt water available and readily obtainable.

Further exhaust treatment utilizing condensate or other means can also be taken to reduce the target pollutants to low levels in the gas exhausted to the atmosphere. In another embodiment, components such as any fluorine fuel can be adsorbed onto the active surface and later desorbed using standard techniques. Alternatively, a catalyst can be employed to catalyze any oxidisable species, such as fluorine fuels, to increase the exhaust temperature and to provide additional heat sources that can be utilized.

In addition, in the case of multiple engines operating to generate electricity, for example, the collective exhaust gases can be treated as a single stream to be treated / condensed with recycled fuel from exhaust directed to such one or more engines.

Blowdown 38 may be necessary to ensure that no persistent species that may be present in the case of water recycle back to the engine does not accumulate. In that case, it can be done by additional condensation from the exhaust if available and by an appropriate amount of make-up water 39 if not available. Blowdown can be almost eliminated through the selection of the appropriate feed streams and additives, but it is intended that solids may enter the system, eg through dust in the air, which may occasionally require purge.

The advantage of using a medium and fuel for high water levels is that the resulting exhaust contains little impurities, ideal for after combustion treatment. Impurities present in the exhaust material can be treated and recycled to death.

For example, carbon dioxide as the exhaust product of the combustion of water / methanol fuel is absorbed in the recycled water during the condensation and purification steps. Alternatively, carbon dioxide in the exhaust material can be recycled to the intake air of the engine, optimizing the oxygen level entering the engine and producing pure carbon dioxide and water evaporative exhaust. Oxygen dioxide produced in this way is ideal for further processing, for example by conversion to methanol and recycling to fuel.

The final exhaust gas 33 from the exhaust and recycle treatments to the atmosphere contains little fuel, hydrocarbons, particulates, sulfur oxides and nitrogen oxide emissions.

Absorption of any nitric oxide and sulfur oxide emissions and / or carbon dioxide into the water formed in the combustion phase can lead to pH imbalances in the water that return to mixing with the fuel.

fumigation Example  For engine operation details

In some embodiments described herein, fumigation of the incoming air with a fumigation agent, including an ignition enhancer, is utilized. In some embodiments this is combined with inlet air preheating and in other embodiments this is done without inlet air preheating.

The option of fumging incoming air with a fumigation agent includes an ignition enhancer that can be used as an additional technique to preheat the engine air, in accordance with some embodiments. Fumigation is an additional increase in the temperature of the compressed air in the combustion chamber that makes it possible to combust even more at the point of fuel injection due to pre-combustion of the fumigation material, and a breakdown species that aids initiation of the combustion of methanol. Inspires the presence of

Fumigation allows for pre-combustion to occur in the engine combustion chamber prior to fuel injection. This two stage ignition process, or 'kindled' operation, depends on the compression stroke of the engine piston to raise the temperature of the fumerated air to the ignition point. This, in turn, enhances the ignition conditions in the combustion chamber to provide a sufficiently hot environment for methanol and water fuels when injected towards the end of the compression stroke, resulting in accelerated ignition under increased temperature conditions and rapidly It vaporizes and evaporates the water in the fuel quickly, creating a high thermal efficiency.

The temperature sharing by the fumigant for stable engine operation at low water levels is between 50 and 100 ° C. At the point of fuel injection for low water level fuel, this contribution results in combustion chamber temperatures comparable to those in known combustion ignition engines. As the water level increases in the fuel, the amount of fumigant can be adjusted to offset the cooling effect of the water. The resulting thermal efficiency is comparable to that of diesel fuel, with net efficiency results that depend on various factors such as the size of the engine and its configuration.

The complete combustion and efficiency of water fuel and methanol in this manner minimizes the fluorinated or modified hydrocarbons and particulates in the exhaust emissions resulting in a "cleaner" emissions. This is especially demonstrated for larger CI engines with slower speeds, where sufficient time is allowed for initiation and completion of the two stages in the ignition operation, in which the efficiency of the combustion process is maximized.

The term “fumigation” with respect to intake air refers to the introduction of a substance or mixture, in which case the fumigation agent refers to an ignition enhancer in the intake air stream for forming vapors or gases, through which the ignition enhancer is well dispersed. Include. In some embodiments, the material is generally introduced in a small amount or injected as a gas through spraying fine droplets of the material into the intake air stream.

The ignition operation has the effect of preheating the intake air during the compression stroke.

The nature of the water methanol mixture is that less sensitive heat is produced in the reaction product after combustion, and there is heat necessary to evaporate the water. This means that, compared to diesel engines operating on hydrocarbon fuels, more severe engine conditions can be accommodated at the time of injection, while keeping within the design limits of the engine. These more severe conditions arise through increased pressure and temperature through fume combustion or increased temperature (via direct air heating) and / or the use of modified engine configurations such as turbocharging or supercharging.

The amount of ignition enhancer (s) is related to the mixture of methanol to water contained in the fuel in order to create conditions in the combustion chamber where ignition of the fuel is achieved in a timely manner, thereby giving the optimum possible thermal efficiency from the engine. Can be controlled. If the ratio of ignition enhancer to fuel mixture is not controlled, combustion can be initiated significantly before the TDC, such as 25-30 ° C. before the TDC, and as such the use of the ignition enhancer can have a neutral effect and Minimize or do not share the burden of thermal efficiency.

In the preferred operation of the engine, the timing of ignition of the fumigant / air mixture is to delay the combustion of such fuel as late as possible (to avoid unnecessary work on the power stroke of the engine) and to achieve good combustion of the fuel after injection. To match. This is not so far that the fumigant, which may be referred to as the secondary fuel, has to be ignited before fuel injection commences, but the energy contained in the fumigant makes a minimal or zero contribution to the engine's thermal efficiency.

Ignition of the fuel may be controlled by the ignition control to be controlled as close as possible at the ideal timing by using one or a combination of the following ignition controls:

a) Engine Inlet Temperature Control:

a.

i. A powered heating device useful for starting and warming up the engine.

ii. A heater utilizing fuel that can be an engine fuel or any suitable fuel for that purpose.

iii. Utilizing waste heat from the exhaust to directly heat the incoming air to the engine via heat exchange.

iv. Utilizing any other heat source suitable for this purpose.

Controlling the outlet temperature of the air preheater utilizing heat from the air.

b. Using engine exhaust energy to power a turbocharger that may not have an intercooler that reduces engine inlet temperature.

c. Heat air with supercharger to increase temperature and pressure.

b) utilizing fumigant to produce a two-step “flaming” combustion of the fuel.

1. Controlling the amount of fumigant introduced into the intake port for fuel;

2. Controlling the percentage of the ignition enhancer on other components in the fumigant (recognizing that optional ingredients such as methanol and water may also be present).

3. Controls 1 and 2. according to engine operation at high loads (50% to 100%) or low loads (less than 50%) across the engine's rpm operating range.

Steady state at medium or high load, which will be a relatively low weight percentage of the main fuel component, even if the relative amount of fumigant to main fuel introduced into the engine (either through the intake vents or into the combustion chamber) will vary depending on the applicable engine operating conditions. The amount of ignition enhancer in the fumigant is desired during operation. For enhancers comprising 100% ignition enhancers (such as DME), the relative amount of the enhancer relative to the main fuel is, by weight, ideally by weight up to 20%, up to 18%, up to 15%, up to 13%, up to 10% Up to 8%, up to 7%, up to 6%, up to 5%. The fumigant level is preferably at least 0.2%, at least 0.5%, at least 1% or at least 2% by weight of the main fuel component. These numbers are based on weight assuming the fumigant contains 100% ignition enhancer and can be adjusted proportionally to the reduced ignition enhancer content as weight in the enhancer. These can be measured by referring to quantities introduced into the engine in grams per second or by any other suitable corresponding measure for engine size. As ignition enhancers (such as 10%, 8% or 7% ignition enhancers, respectively) can be delivered to a compressed ignition engine location, less than about 10% (8) or less as a pre-fuel component containing up to the required amount of ether % Or 7%, etc.) may be additionally advantageous, and the ignition enhancer is flashed off and restored to an amount corresponding to the need for engine operation with the fumigant at the same target level. In other embodiments, there may be a top-up of the fumigant level to a higher level at the engine location (eg, through top-up from a separate reservoir of ignition enhancer such as ether). .

With respect to paragraph 2 above, the target% of non-aqueous components other than the ignition enhancer in the total fumigant / air flow is 5-40% or 10-, the balance being an ignition enhancer, such as DME (with cetane of 55-57). 40% or less, such as 20-40% or 30-40%. Adjustments to this percentage may be made based on the specific engine configuration and the cetane number of other ignition enhancers. All percentages are by weight. The water may be present in any amount consistent with the smooth operation of the engine, and such water may arise from fumigant, for example, as part of an atmospheric inlet flow to the engine or when made catalytically from fuel.

Catalytic reactors may be provided in the process for powering a CI engine that is effective for catalytic dehydration of methanol (taken from a dedicated portion of fuel) to the DME. The resulting DME is used as an ignition enhancer in a fumigation agent for fumigation of inspiration. Other embodiments described herein utilize other techniques for producing dimethyl ether when used as an ignition enhancer of a fumigant. In some such embodiments, the DME may be produced at the site of methanol production and delivered as part of the pre-fuel component to the engine site.

Some adjustments to the above fuels and processes may be required to optimize efficiency and operation at smaller engine engines operating at higher engine speeds, such as 1000 to 3000 rpm and above. In addition to preheating the stream of intake vents using any one or more of the techniques described above, the following operational aspects may be used in combination or separately for engines operating at higher speeds:

Fumigation of the intake vents with a fumigation agent comprising an ignition enhancer.

Heating the combustion chamber, for example using a glow plug.

Preheat the fuel inlet.

Adding additives to the fumigant and / or fuel to improve combustion and ignition of the fuel. Some of these additives have been discussed above.

Selecting the appropriate water level for the fuel components as discussed above, such as the low to medium water level range.

Selecting the water level of the fumigant to an appropriate level that matches the engine configuration.

These options may be further utilized where required when operating larger CI engines at lower engine speeds, such as 1000 rpm or less.

Fumigation

Fumigation agents for use in embodiments that rely on fumigation include ignition enhancers. The fumigant may further comprise other components, such as one or more of any of the additives outlined above in the context of methanol, water and fuel. In the following description of the use of a fumigant, the fuel already described may be referred to as a “primary fuel” for a compression ignition engine, and the fumigant may be referred to as a “secondary fuel”.

Ignition enhancers are materials that enhance the ignition of combustible materials. One of the challenges to the use of methanol as a key fuel component in main fuel compounds for compressed ignition engines is the fact that methanol does not ignite as quickly as other fuels. Ignition enhancers are materials that have good ignition properties and are used to generate ignition, and then methanol in the main fuel composite (and other combustible materials) will burn. The ignition characteristics of a potential fuel component are described by the cetane number (or alternatively cetane index) of that component. Cetane number is the dimension of the material ignition delay, which is the period between the start of injection and the start of combustion, ie the ignition of the fuel. Suitable ignition enhancers may have more than 40 cetane (such as DME with cetane of 55-57). The cetane number (s) of the ignition enhancer (s) present in the fumigant determines the relative amounts of the ignition enhancers relative to the other components in the fumigant and also the amount of the fumigant compared to the main fuel component, load and engine speed. Should be considered. The overall cetane of the fumigation will be based on a combination of proportional sharing and cetane properties of each component, and the relationship is not necessarily linear.

Some non-limiting examples of ignition enhancers that may be included in a fumigant include:

Ethers such as lower alkyl (which are C 1 -C 6 ethers), in particular dimethyl ether and diethyl ether,

Alkyl nitrates,

Alkyl peroxides,

And mixtures thereof.

Dimethyl ether is suitable for use in fumigants. High ignition properties Ignition enhancer. Diethyl ether is another example of a suitable ignition enhancer.

Methanol in the main fuel can be catalytically converted to dimethyl ether. Diethyl ether is thus catalytically produced from the stream of the main fuel compound, which is then separately steamed into the engine (with inlet air) to the main fuel compound. Alternatively, a fumigant composite comprising dimethyl ether may be provided by the fuel supplier to the engine owner as a ready-made fumigant composite. In another embodiment, the pre-fuel composite comprising up to 15% by weight of methanol and ether ignition enhancer (such as dimethyl ether) may further comprise water. At the end of the pipeline, some or all of the pre-fuel ether ignition enhancer component may be separated from the other components of the pre-fuel composite (among others, methanol, but also other with higher boiling points than ether). Components). The separated ether component is then used as the main fuel compound, in addition to the adjustments in the additional compound (eg to adjust the water content) or in any direction (if it contains some water) before use. The remaining portion of the pre-fuel composite may be separately fumified into a compression ignition engine as a fumigation agent. The amount of ether ignition enhancer in the pre-fuel may be up to 10% by weight or up to 9% by weight. The upper limit will depend on the choice of ether and temperature conditions. Further details begin in the sections below that specify a CI engine drive generation system. Ignition enhancers such as dimethyl ether, at least 15%, 20%, 30%, 40%, 50%, 60%, 65%, 70%, 75%, 80%, 82%, 84%, 86%, of fumigant Appropriately include at least 10% of the fumigant or at least 5% of the fumigant, such as 88% or 90%. There is a general preference for the ignition enhancer content of the fumigant that will be at the top of the range, so in some embodiments the ignition enhancer content is at least about 70%. Ignition enhancers may include up to 100% of fumigant, for example, when introducing pure components from a recovered separated ignition enhancer from which the pre-fuel composite is based or from a reservoir. When converted from the main fuel through a catalytic reaction of the main fuel (including components added to methanol, in which the DME is formed), or when an impure high ignition component is produced or drawn from the reservoir, The upper limit will be reduced correspondingly.

The relative amount of each component in the fumigant may be kept constant or may vary over the period of operation of the engine. Factors that adversely affect the relative amounts of components in the fumigant are engine speed (rpm), load level and variability, engine configuration, and the specific properties of the individual components of the fumigant. In other embodiments, the fumigant composite remains relatively constant and instead the relative amount of fumigant (grams per second fumigation into the engine) is compared to the main fuel component (grams per second) injected into the engine. Is adjusted during different stages of.

When it is desired to operate the CI engine with different fumigant compounds for different engine operating conditions (speed, load, configuration), the fumigant compounds may be changed as appropriate by computer control of the fumigant compound or by other forms of control. have. The adjustments may be sliding adjustments based on algorithms that calculate the desired fumigant composite to match prevailing engine operating conditions, or may be step-wise adjustments. For example, a higher overall cetane index fumigation agent (such as 100% DME) can be fumigation with the engine at a higher weight% relative to fuel for operation under the same conditions, and then the fumigation agent is then lower percentage of DME And secondary composites containing some lower cetane index components. In another embodiment, the composite may be stable and the air / smoker ratio is varied.

The target% of the anhydrous component other than the ignition enhancer or enhancers and the water in the fumigant is suitably 40% or less, such as between 5-40% or 10-40% or 20-40% or 30-40%. Adjustments can be made to these percentages based on the specific engine configuration and the cetane number of the combustible components and other ignition enhancers.

In addition to some embodiments, it may be present in the fumigant as a product of a conversion reaction (eg, from methanol to DME) or as a carrier coming from a water-containing reactor feed, or added as a separate stream in combination with additives.

Examples of components that may be present in the fumigant in addition to the ignition enhancer include methanol, water, additives outlined above (in the context of fuel components), and alkanes gases (generally lower alkanes such as C1 to C6 alkanes). Straight chain alkanes, in particular methane, ethane, propane or butane, and long chain alkanes (C6 and above)).

In some embodiments, the fumigant comprises at least 60% of a single component, such as dimethyl ether. The amount of the single active ingredient of the fumigant may be at least 62%, 65%, 68%, 70%, 72%, 75%, 78% or 80%.

The fumigant, or secondary fuel, can be obtained directly from the reservoir, or can be supplied as a fumigant to the engine in pure form after the main fuel has been processed (even if the catalytic conversion from methanol to DME is pure to yield a fumigant made of DME). Following the painter). Alternatively, the fumigant may contain other ingredients and ignition enhancers after treatment of the main fuel or from the reservoir (ie, the fumigant is not in pure form). In this case, the impurities may still be in harmony with the desired performance of the fumigant, ie the fumigant may also include water and methanol, or other substances (such as C1 to C8 alcohols) that may be compatible with application. It may include.

The main fuel compound and the fumigant can be supplied as two parts of fuel, or can be delivered as a “kit” of two fuel parts. In this context, the fumigant can be described as a "secondary fuel component" of two parts of the fuel, so the description of the fumigant above applies to the secondary fuel component. The main fuel mixture and the secondary fuel component can be pumped to separate reservoir tanks associated with the compression ignition engine.

Thus, with a two-part fuel for use in operating a compression ignition engine, the fuel composite includes:

A main fuel compound comprising methanol and water and

-Secondary fuel components, including ignition enhancers

In this context, the main fuel may be a new high water content methanol-water diesel fuel or others.

In the use of these two parts of fuel, the main fuel is introduced into the combustion chamber of the compression ignition engine, and the secondary fuel is fumerated into the inlet of the compression ignition engine.

Methods for fueling compression ignition engines include:

Supplying a main fuel compound comprising methanol and water into a first tank in a fluid connection to the combustion chamber of a compression ignition engine, and

Supplying a secondary fuel component comprising an ignition enhancer to a second tank in the fluid connection to the inlet of the compression ignition engine.

As noted above, the secondary fuel may be partially or fully prepared in place via catalytic conversion of a portion of the main fuel to an ignition enhancer. This is partly suitable for situations where dimethyl ether is an ignition enhancer.

In one embodiment, the use of two parts of fuel in operation of a combustion ignition engine is provided, wherein the two parts of fuel are:

A main fuel compound comprising methanol and water, and

A secondary fuel component comprising an ignition enhancer.

The present invention further provides a prezero fuel component comprising up to 10% by weight of ether and methanol. The ether may be dimethyl ether. As noted above, the ether component can be separated from the rest of the pre-fuel composite for use as the secondary fuel component and the balance of the pre-fuel component can be used as the main fuel composite. This balance can be used directly as the overall main fuel compound, or the mixture can be adjusted to yield the main fuel component. In this embodiment, therefore, the pre-fuel may not contain water and water may be added to produce the main fuel composite after removal of the ether. In some embodiments, where fuel is used in one of the power generation systems described further below, water may not be needed for use in the main fuel composite.

The present invention also provides a method of conveying a two part fuel composite comprising methanol in the first part and ether in the second part from one location to another, wherein the method contains methanol and ether. Conveying the pre-fuel composite from one location to a second location, and separating the ether from the methanol to yield a first fuel portion containing methanol and a second fuel portion containing ether. The conveying may be by way of piping through the pipeline. The first location may be a methanol production plant location and the other location (second location) is a location remote from the first location. The remote location is generally at least one kilometer away and perhaps several kilometers away. The remote location may be the location of a compression ignition engine for electricity generation, a shipping dock, or train siding requiring two parts of fuel, or any other suitable location.

CI  Engine power generation system

Using the related systems (also referred to as processes) for operating the methanol / water mixed fuel and compression ignition engines described herein, the power generation system and structure can be used to efficiently generate power at reduced emission levels. It can be developed and it can also treat the engine exhaust to capture heat and water from the exhaust and then reuse or redirect it. Reuse or regeneration of heat and water promotes increased system efficiency and overall reduced waste products and emissions. Redirection of heat and water may find use in a range of unrelated applications involving heating and cooling of places / zones and regeneration of water for use as part of or as a group of other systems.

3A-6B illustrate an example of a power generation system integrating the fuels and processes described herein to run a compression ignition engine. It is understood that the fuel represented in these processes is a methanol based fuel which may contain varying amounts of water and may contain water in an amount of 0% to 80%.

3A and 3B also incorporate hot water loops (“HWL”) 113a and 113b (see FIGS. 4A and 4B) to generate output, but to provide heat to local populations. And a process for producing and supplying methanol fuel to an IC engine 111 (also referred to as a diesel engine) that also includes an engine exhaust treatment that reduces emissions, using the engine exhaust to recycle water. The output generated by the engine can also be used to service the place where the power plant is located, and can be used to generate electricity for a group, for example. 3A and 3B show a process utilizing air fumigation into the engine, and the process shown in FIG. 3B omits the step of fumigation inlet air.

3A and 3B illustrate the remote supply of the fuel through the fuel manufacturing plant 101 and the supply grid 103. The fuel production plant may be a typical methanol production plant that uses electricity generated from steam generated from common boilers in a large remote coal plant 102. Such a plant produces a coal fired emissions profile. Alternatively, the electricity generation plant 102 may incorporate a combustion engine using methanol fuel as described herein to generate the electricity required to produce methanol fuel. This will provide a cleaner alternative with lower emissions for those produced by coal plants.

Methanol based fuels are prepared in plant 101 and may contain significant amounts of methanol, methanol-water mixtures or methanol-ether mixtures or methanol-water-ether mixtures. In one embodiment, the fuel comprises a DME mixture of 90-99.5% mixture of DEM and methanol and “complete fuel” methanol as a non-boiling liquid at atmospheric pressure that can be used directly with the engine 111. In mixing methanol and DME, the DME is provided in a stable amount suitable to avoid the transition of ether into the gas phase and for transmission as a liquid. The amount will depend on the temperature and pressure at which fuel is delivered in pipeline 103, but will generally be in the range of less than 10% and 7% -8% of the total fuel amount.

Alternatively, fuel having a higher DME ratio may be supplied under pressure conditions. As another alternative, a fuel containing a high methanol content close to 100% methanol (e.g. for chemical use) may be transferred for subsequent conversion to the DME near the demand center (i.e. power plant). have. The form of such pre-fuel mixtures comprising a high percentage of methanol may contain at least about 0.2% water component. As a further alternative, the pre-fuel or fuel sent into the pipeline may be a methanol-water fuel. Water in methanol-water fuels can be used for this purpose, such as raw methanol, which can either be related to methanol, or where the rest of the water in the production area can be cost effective. Some additional addition of lubricants and corrosion enhancers may be included in the transferred fuel and to enhance engine / process operation depending on the material of construction in the transmission grid.

The transmission of large amounts of flammable energy over long distances in pipelines in the local grid is an established technique. Infrastructure such as pipeline 103 can also be used to safely and cost-effectively deliver methanol fuel to remote locations.

After being sent through pipeline 103, the fuel reaching the power plant includes a compression ignition engine 111, a pre-treatment stage 104 and exhaust treatment 113, 115, 116 118. The fuel can be used in the engine 111 immediately as it is, or selective pre-treatment of the fuel can be carried out to ensure safe and reliable operation throughout the plant operating range. Storage of start and stop fuels may also be contemplated, for example, for system preservation reasons, eg, ether components may be stored.

The fuel in the pre-treatment stage 104 may be split by flashing into two rich phases, such as DME, one ether rich portion 105 and one methanol rich portion 107. . DME is particularly suitable for this flashing process due to its own low boiling point. Low levels of waste heat from engine exhaust from a hot water stream having a temperature of 50 ° C. to 60 ° C. can be used to flash separate the low boiling point DME from methanol. In some embodiments, the methanol rich phase is where most of the DME is flashed off and may include low amounts of DME. In other embodiments, a high proportion of DME may be maintained in the liquid phase only with a suitable DME to ensure good and complete combustion that is vaporized and utilized as the fumigant 105. For example, if the fuel from the manufacturing plant contains 7% DME, 5% of it may be maintained in the liquid phase and 2% may be added to the heated combustion air 110 entering the engine 111. It is used as a fumigation agent for.

Pre-treatment may include conversion options to supply a supply of DME or other fumigant. Alternatively, the required amount of ignition improver, such as DME, can be obtained from the reservoir. Other such ignition improvers are also possible, such as the DEE and other ignition improvers described herein.

The pre-treatment stage may not only separate the DME to be used as a fumigation agent but may also include a processing portion of the transferred fuel for producing a surplus DME for use as a liquid fuel component for other processes. For example, residual DME may be beneficial to nearby populations by providing residual heat to HWL. Alternatively or additionally, the DME may be integrated with the power plant process. Methanol fuel can also be removed from the power generation system, either before or after treatment, and used for local chemical production.

It is also possible to transfer raw methanol to the power generation plant, which reduces equipment investment and operating costs in upstream manufacturing plants. The supply of fuel to such a power plant will split a portion of raw methanol for DME production, and the remaining fuel will suit the previous options directed to the engine. In terms of energy and equipment investments, this option “dishes” the distillation unit in the manufacturing plant 101, with much less “above the target” in most of the products in the power plant where the relatively small amount is “over the target”. And will be replaced by distillation. This option will also make available local DME near the demand center and ie near the power plant.

Pre-treatment of the fuel in the pre-treatment stage 104 may also heat the methanol fuel 107 before entering the engine with hot water, which originates from the venturi scrubber 115 return line. Can be. Water exiting pre-treatment stage 104 exits as water-quality water 106. Cooled water-quality water 106 may be mixed with condensate from condenser 116 and, if necessary, the cooler may be used to ensure an acceptable outlet temperature.

In the example shown for generation with HWL, a diesel engine will be used to generate power from more than 1 MW. This can contribute to smaller users and does not rule out power below 1 MW with low NOX, SOX and particulate results. Diesel engines are particularly suitable for post-combustion treatment because they provide the driving force of the air pressure necessary to move the exhaust through the purification and heat exchange facilities at a small cost of engine efficiency.

The nature of some fuel mixtures described in this specification means that due to the inherent thermal benefit in increasing engine size, larger diameter pistons are preferred over smaller pistons. Larger pistons also adequately ensure fuel combustion while reducing the risk of adverse effects of injected fuel on the piston walls and do not interfere with the lubricant membrane.

Although the tests mentioned further below demonstrate fuel tested in engines running at 1000 rpm or higher, as previously suggested, the fuel normally operates from 1000 rpm to just below 100 rpm, which is usually described as being in the low to medium speed range. Can be used successfully in lower speed engines. This speed range allows more time for the volatile ignition improvers to enter the vapor space as steam and to initiate their chemical reaction with the hot compressed air during the compression stroke. This more time tolerance during the combustion phase will allow for more complete combustion of the fuel and reduce the levels of fluorine fuel and other components in the exhaust outside the engine. More time allowance will also allow more time to completely burn fuel in the cylinder through contact of water and oxygen molecules, allowing lower lambda to be used and thereby increasing the concentration of water in the exhaust outside the engine. .

The power can be preheated and the water 108 and methanol 107 entering the engine 111 with the air 100 preheated in the example shown in FIGS. 3A and 3B by the engine exhaust through the condenser 116. Is generated in the engine 111 by a mixture of Suitable preheating temperatures may be between 40 ° C and 50 ° C. The water in the fuel may be sourced from water recycled from the exhaust gas through a water reservoir or condenser 116 (described in more detail below).

Treatment of the exhaust gas includes passing the engine exhaust through a catalytic converter 112 that uses an oxygen compound and a catalyst that targets CO 2. This will cause secondary heat of the exhaust gas, which may be available for HWL or for other processes described further below with respect to FIGS. 5A, 5B, 6A and 6B. Catalytic converter 112 also reduces any fuel or combustion products to appropriate levels. Activated carbon or the like at the final stage may optionally be employed for purification. In addition, the methanol fuel described herein burns cleanly with less soot, which improves the performance of Chokman.

The HWL carries heat through a loop of pumped water to a local based destination, such as a residential community. 4A and 4B illustrate the return line 113b and the HWL supply line 113a in the HWL heat exchanger 113. Using heat byproducts from the power generation process can be used to provide low cost heat in residential and commercial areas. Water pumped through the HWL is heated through the HWL heat exchanger 113 downstream from the catalytic converter 112. The heat exchanger 113 is a standard device operating at a temperature for the return of the HWL of 40 ° C. with a design feed temperature of 80 ° C. to the HWL. Efficient heat exchanger design and relatively cold HWL return temperatures in terms of required surface area will ensure adequate cooling of the exhaust.

Exhaust treatment additives are added to the corrosive injector 114 injecting any corrosive chemicals and other suitable acid neutralizers are added into the exhaust gas for the desired result. For example, in order to remove acidic compounds from the final exhaust, low-dose base liquids (e.g., caustic caustic soda and water) are used to invalidate the acid and control the pH of the water flowing from the plant. ) Will be injected into the exhaust stream. The final pH will be controlled at a level that best matches the local conditions.

A venturi washer 115 or other suitable mixing device is illustrated downstream of the HWL exchanger 113. This device has several functions, the first being an intimate mixing of the circulating water stream and the exhaust gas, and the effect of the water flow is to cool the exhaust from 85-90 ° C. outside the HWL exchanger to approximately 55-60 ° C. outside the venturi washer. It is to let. Such cooling will produce condensed water from the exhaust and collect particulates that can be treated using known methods, or ultimately form part of the water leaving the plant to return to the ground. The acid leaving the scrubber 115 is removed and the clean exhaust produces a more highly pure exhaust outside the final condenser.

Water is pumped between the venturi scrubber 115 and the fin fan heat exchanger 100. Fin fan heat exchangers or other suitable facilities are other gas / liquid exchanges that take heat from the exhaust gas through a venturi scrubber and release the heat to air driven to flow through the heat exchanger 100 by one or more fans. . One advantage of heat dissipation in this manner is that heat is released at low temperatures and therefore does not have a significant adverse effect on the overall efficiency of the process.

As an alternative to consuming heat to the atmosphere, the heated air from the fin fan exchange can be used directly as the heated combustion air 110 into the engine, in which case some pressure is applied to the heat for the mass flow of air from the fan. It may be applied to offset the effect. About heat dissipation into the atmosphere Another alternative is to dissipate the heat through a cooling pond or other water system that can dissipate large amounts of heat in a reliable and environmentally acceptable manner.

4A illustrates the final large exhaust / combustion air exchanger, ie condenser 116, to recover water in a high water recovery system. Condenser 116 is not included in systems that do not require high water recovery. 4B illustrates an intermediate water recovery system similar to that of FIG. 4A but with the condenser 116 omitted.

The final (optional) condenser 116 lowers the exhaust from the venturi cleaner 115 from approximately 50-60 ° C. and cools it to about 5-20 ° C., an ambient temperature. In lowering the temperature by this amount, the resulting water recovered from the plant is significantly increased. In addition to producing water outside the power plant or water for reuse, condensate from the condenser 116 may be optionally available within the power generation process.

The condensate may be injected with pre-treated fuel to reduce the related acidity and NOx formation resulting from downstream equipment, such as in an HWL exchanger. The condensate may form a source of water to be used in the combustion of a particular fuel mix as an alternative to or in addition to stored water. Further, higher water from the condenser may be further treated with drinking water, or for recycling to water quality water produced by the venturi washer and between the venturi washer 115 and the fin pan heat exchanger 100. May be added.

The heat from cooling the exhaust is not discarded but can be heat exchanged with the inlet air into the engine 111. Apart from the benefits of recycling the waste heat and water produced during the process and the emissions required, the recovery of luck and heat also tends to stabilize engine operation. Cooler air to the engine allows more heat to be recovered.

FIG. 3B differs from FIG. 3A in that it illustrates a process for producing and supplying methanol fuel to engine 111 without fumigation of inlet air with an ignition improver. Methanol fuel from the manufacturing plant 101 is transported through the pipeline infrastructure 103 for direct use with the engine 111 where the intake air 110 is preheated. This methanol stream may contain low levels of water, such as at least 0.2% of water. Pretreatment for flash separation of ethers from the conveyed fuel is unnecessary since no fumigant is required. However, pretreatment may still be made to separate the ether for preparing fuel for combustion and / or for separate use outside the power plant. With regard to FIG. 3A, it is also understood that the step of preheating the intake air to the exhaust heat is not necessary and can be omitted. However, it is useful to recycle the exhaust particulates using exhaust heat to improve engine efficiency and reduce emissions. Alternatively, water from the venturi cleaner to the fin pan can be used especially for the purpose of heating the incoming air.

In the process illustrated in FIG. 3B, the intake air is adapted to utilize heat transferred from the exhaust gas, through the condenser 116 or from heat taken from the exhaust at the beginning of the post combustion process, such as in a catalytic conversion stage. It can be preheated by a variety of means including. Alternatively, the intake air is preheated using other techniques described herein, including electrical heating elements, direct heating by glowplugs and indirect heating, such as in the form of superchargers or turbochargers.

5A and 5B illustrate how the techniques described herein and the concept of power generation using fuel can be applied to power railroad cars. Reference numerals in FIGS. 5A and 5B correspond to the same numbers and items used with respect to FIGS. 3A and 3B. The use of fuel through the engine and any pretreatment 104 of fuel is the same. The exhaust air is cooled after exiting the catalytic converter 112 through the first heat exchanger 120, which uses the atmosphere to cool the exhaust and heat the combustion air 110.

Exhaust treatment for rail vehicles differs from that of the HWL process in separating water from other exhaust materials. The exhaust gas exiting the catalytic converter is activated alumina water adsorption cycle 121 and activated alumina water to generate a clean hot and dry exhaust to the atmosphere with water recapture through the water condenser 123. Passed through deployment cycle 122. The recaptured water can be fed back to the pretreatment stage or used for non-drinking rail vehicle applications. Cooler dry exhaust leaving the active alumina cycles may be used through the second heat exchanger 124 to provide heating or cooling to the railroad vehicle.

The production of fuel in the methanol plant 101 will eventually be two components potentially stored in a railroad car in one embodiment: (1) a water methanol mixture designed to provide accurate NOX / performance results, and (2) Fumigation component in a separate pressurized reservoir. The adverse conditions of railway weights are not large compared to the adverse conditions of shipping weights.

FIG. 5B, similar to FIG. 3B, illustrates a railway vehicle power generation process that relies solely on preheating without the use of a fumigant. The same mention of the advantages of the HWL process without fumigant applies to the process described with respect to FIG. 5B.

6A and 6B illustrate the concept of a power generation process used for maritime purposes and for example on a ship. Similar to the example of the HWL power generation process, a methanol manufacturing plant with a suitable size for the vessel may be provided onboard the vessel to supply methanol-based fuel to one or more engines 111 that power the vessel. Similar to the examples above, FIG. 6A illustrates a process using a fumigant ignition enhancer in intake air and FIG. 6B illustrates a process without a fumigant. The process may instead include preheating of intake air or no preheating.

The first heat exchanger 120 of the marine vessel uses a colder atmosphere to cool the exhaust. A portion of the exhaust can be recycled back to the heated combustion air 110. The remaining cooled exhaust is then passed to demineralizer 125 and other heat exchange facilities to maximize exhaust heat recovery for the needs of the vessel, such as tank and vessel heating. Demineralizers make use of brine ready for use in marine vessels.

A general advantage associated with the processes and fuels described in this specification, when used in the applications described above, is that energy and resources enable simultaneous delivery of several benefits to limited populations and regions. Specific advantages include:

부적합성(예컨대 고함량 황)으로 인해 발달되지 않은 상태로 남을 수 있는 원격 자원의 발달.

Development of remote resources that may remain undeveloped due to incompatibility (such as high sulfur content).

CO2를 줄이기 위하여 효율적인 바이오매스 공동처리를 위한 심리스 옵션(seamless option)을 제공한다

Provides a seamless option for efficient biomass co-treatment to reduce CO2

바이오메스의 이른 공동사용은 기존 자원의 수명을 연장한다.

Early joint use of biomass extends the life of existing resources.

바람과 태양과 같은 기타 재생가능한 자원의 통합 또한 가능하다.

Integration of other renewable resources such as wind and sun is also possible.

열병합 발전(CHP) 또는 냉각 열병합 발전(CCHP) 기반에 대한 디멘드 센터(demand centre)에 전기를 공급한다.

Supply electricity to demand centers for cogeneration (CHP) or refrigeration cogeneration (CCHP) bases.

전력의 생산 단계로부터 일어나는 모든 비CO2 오염 물질을 실질적으로 제거한다.

Substantially removes all non-CO2 contaminants resulting from the power generation stage

가능한 최대로 자원으로부터 수소를 포집하고 이러한 자원이 디멘드 센터에 의해 사용되기 위해 물로 전환한다(1 부분 수소는 산소와 반응하여 중량당 9 파트의 물로 변환한다). 이러한 장치에서, 연료 전달 메커니즘은 임의의 경우에 스스로 자체 수송 비용을 차지할 것이므로, 화석 연료 자원은 또한 잠재적인 "프리 캐리" 효과를 갖는 수자원으로서 부분적으로 여겨질 수도 있다. 이러한 수자원은 활성화 암모니아 또는 다른 적합한 흡수성 물질 또는 기술로 처리되어서 뜨거운 엔진 배기가스를 처리하는 촉매 변환기를 통과하는 브레이크스루(breakthrough)를 제거할 것이다.

Capture hydrogen from the resources as much as possible and convert these resources into water for use by demand centers (one partial hydrogen reacts with oxygen and converts to nine parts of water per weight). In such a device, the fossil fuel resource may also be considered partly as a water resource with a potential "free carry" effect, since the fuel delivery mechanism will in any case take its own transport costs. This water source will be treated with activated ammonia or other suitable absorbent material or technology to remove breakthrough through the catalytic converter to treat hot engine exhaust.

가열과 냉각을 목적으로, 배기가스를 가열하고 열을 위한 로컬 디멘드 센터로 열 에너지의 주 공급원을 교환하는 온수 루프(HWL)에 의해 지역 집단에 폐열(waste heat)를 제공한다. 본 명세서에 기재된 기술을 활용한 것으로부터의 정화된 배기가스는 마켓에 대한 발전의 근접성, 즉 특히 석탄 화력 생성에 일반적으로 드물게 이용가능한 특성을 허용한다.

For heating and cooling purposes, waste heat is provided to the community by a hot water loop (HWL) that heats the exhaust and exchanges a major source of thermal energy to a local demand center for heat. Purified exhaust gases from utilizing the techniques described herein allow for the proximity of power generation to the market, ie the characteristics that are generally rarely available, especially in coal-fired power generation.

물과 열의 효과적으로 복구. 다른 열 전달 접근방법이 상승된 복구를 갖되 증가된 비용으로 사용될 수 있고, 연소 공기는 (도 3a 및 도 3b의 예시에서) 핀 팬 쿨러 이전에 예컨대 순환수에 의해 선택적으로 가열될 수 있다.

Effective recovery of water and heat. Other heat transfer approaches may be used with increased recovery but at increased cost, and the combustion air may be selectively heated (eg by circulating water) prior to the fin fan cooler (in the example of FIGS. 3A and 3B).

다량의 - 사용된 메탄올의 톤 당 0.7 내지 1 톤의 관개수 또는 경제적인 그리고 기술적인 배경에서 타당할 경우 더 많은 양의 - 물의 회수가 이뤄지고, .

Large amounts of irrigation-0.7 to 1 tonnes of tonnes of methanol used, or even higher amounts of water are recovered if justified from an economic and technical background.

지역 집단이 직접 사용하기 위한 pH 중성 관개용수를 제공한다.

Provide pH neutral irrigation water for direct use by the local population.

산을 중화하고 미립자를 낮은 레벨로 제거하는 물세척 배기가스를 제공한다. 배기가스의 SOX 및 탄화수소와 같은 다른 오염물질 또한 줄어들 것이다.

It provides a water wash exhaust that neutralizes the acid and removes particulates at low levels. Other pollutants such as SOx and hydrocarbons in the exhaust will also be reduced.

The techniques described herein with water generating devices, HWL thermal integration and emission results will be costly in terms of engine efficiency, but in many cases this aspect is predicted to be offset by supply chain benefits and the aforementioned benefits. .

example

Example 1: Experimental Program for Investigating Methanol Water Fuel Composition for Compression Ignition Engines

1.1 Summary

The report summarizes the results obtained while the University of Melbourne undertook an experimental program on the performance and engine out emissions of different methanol-based fuels in compressed ignition engines.

The fuel tested was a mixture of methanol, water, dimethyl ether (DME) and diethyl ether (DEE). Since methanol is not usually a compressed ignition fuel, two ignition promoters are used. The first promoter consists of an inlet air preheater. By heating the engine inlet air to 150 degrees Celsius (an imposed safety limit), the higher temperature reaches the end of the compression stroke, at which point the main fuel charge is injected. In some cases, this temperature is high enough to cause compression ignition of the injected fuel.

A second system for promoting ignition includes continuously injecting gaseous dimethyl ether (DME) into the inlet port of the engine. Since the DME has a relatively low ignition temperature and a high cetane number, the DME automatic ignition as an air / smoker mixture is compressed during the compression stroke, releasing thermal energy that can eventually ignite the main fuel charge.

A modified 1D81 Hatz, single cylinder diesel engine mounted in an in-house built motoring / absorption dynamometer installation is tested. In its unmodified state, this natural inlet air engine produces up to 10 kW of axial power from a single cylinder of about 670 cc of volume. Since the highest engine efficiency rises with engine size due to fundamental physical laws, it is generally known in the engine community that the absolute performance of all the fuels tested is likely to be more suitable for larger engines.

As such, the engine performance of non-diesel fuel in the current test program is considered to be reflected in relation to the diesel fuel results for this engine. In particular, if similar or better performance is achieved with an alternative fuel given in relation to diesel in such an engine, this relative capability is likely to be also achieved in larger engines. Of course, the absolute performance of a given fuel for a given engine requires further optimization, which should improve engine performance.

General observations from this experimental program are as follows.

1. Fumigation Engine Testing

The test results show that, under more efficient operating conditions, the fumigation engine produces less NO emissions and less particulate emissions, with similar efficiency as diesel engines.

2. Heated Inlet Air Test

The test results show that engine out NO emissions are comparable with diesel engines. As the fumigation engine operates, fewer particulate emissions are observed again than diesel engines. Further work is required to improve the efficiency of the engine in this mode of operation.

1.2 Experimental Method

These tests are performed on a modified 1D81 Hatz, single cylinder diesel engine mounted in an in-house built motoring / absorption dynamometer installation. 10 shows a process instrumentation diagram for a facility. Unmodified engine specifications are detailed in Table 1 below. These specifications do not change during engine testing.

The change of engine is comprised as follows.

기계적인 연료 인젝터 및 연료 펌프를 솔레노이드 구동 주입 시스템 및 별도 연료 펌프 및 주입 시스템으로 교체.

Replace mechanical fuel injectors and fuel pumps with solenoid driven injection systems and separate fuel pumps and injection systems.

An electronically commanded common diesel injector is used to fuel the system. These injectors (Bosch, model 0 445 110 054-RE) deliver much larger volume flow rates than injectors in unmodified engines, so that the most water containing fuel in Table 2 is the same air as both diesel and pure methanol fuels. Can be delivered while achieving the fuel ratio.

Since these injectors are larger for these engines, they cause a significant reduction in engine performance when operating with the same diesel fuel as an unmodified engine. As a result, a suitable reference for testing the alternative fuels listed in Table 2 is the same and modified system operating with diesel, and the results are listed in Tables 3, 4 and 5. In further testing, specifically fuels with low water content will enable the use of smaller injectors and will allow for significant advances in engine performance.

FIG. 10 shows that the fuel is mixed in a compressed reservoir so that the DME does not transition to a gas stage prior to injection into the engine. This container is always between 5 bar and 10 bar during the test. Liquid fuel from these containers is compressed by an air driven pump, Haskel, up to 800 bar before being injected into the engine. A high pressure accumulator is used to ensure that the fuel line pressure remains constant during the test.

The fuel flow rate is measured by suspending the compressed storage vessel to the load cell and measuring the rate of change of the mass of the vessel during each test.

유입 매니폴드의 연장.

Extension of the inlet manifold.

This is done to connect the inlet air preheater with the DME fumigant inlet.

Both systems are used as ignition promoters for the main fuel charge.

모든 방출 분석 시스템을 연결하기 위한 배기 매니폴드의 연장.

Extension of the exhaust manifold to connect all emission analysis systems.

키스틀러 압전 압력 측정기.

Kistle Piezoelectric Pressure Meter.

Installed on the cylinder head of the engine to record the pressure in the cylinder.

모든 테스트를 위한 쉘 헬릭스 레이싱 10W60 오일을 사용.

Shell Helix Racing 10W60 oil for all tests.

This is a synthetic oil.

Emissions are analyzed using a number of independent systems.

MAHA 미립자상 물질 미터.

MAHA particulate matter meter.

Such a device measures the weight of particulate matter in the engine waste gas.

보쉬 UEGO 센서.

Bosch UEGO Sensors.

This is a production device that measures the air fuel ratio. While this is being developed for hydrogen fuels, a comparison with the measured air-fuel ratio from the ADS9000 emission bench demonstrates that it functions better for all fuels tested than other fuels with a content greater than 60% water content. (FIG. 4).

ADS9000 방출 벤치.

ADS9000 Emission Bench.

This is a production device for measuring the air-fuel ratio. Whereas the device is developed for hydrogen fuel, compared to the measured air-fuel ratio from the ADS9000 emission bench, it appears to function well for all tested fuels with a water content greater than 50% water content (FIG. 4).

ADS9000 방출 벤치

ADS9000 Emission Bench

This device measures the engine out emission of NO. Prior to sampling, the exhaust gas sample must pass through the unheated line and the water trap so that the water content of the sampled gas is saturated at ambient conditions. The ADS9000 first uses a calibration gas and gas divider for all measured capacities while calibrating and using the test program.

Gasmet FTIR 방출 분석기.

Gasmet FTIR emission analyzer.

The device is calibrated with an appropriate calibration gas and zeroed with high purity nitrogen as directed by the supply.

Each fuel is tested at a steady state speed of 2000 rpm and a lambda value of 2 (ie 100% excess air). The unmodified engine runs at approximately 1.5 lambdas. The first test in lambda 1.5 with pure methanol causes the engine to stick due to over advanced injection in any case, so the liner operation is chosen. Additional engine fixation occurs in lambda 2.

The overall test engine procedure is as follows.

1. Heated run run

The incoming air is first raised to 150 degrees Celsius.

The injection period is set to a lambda value of 2 and the injection start is set at the top dead center.

The branch heater controller reduces the inlet temperature when the engine is running and the positive engine torque is no longer sustained. The heater inlet controller then sets the inlet temperature to a higher temperature when the operation stops.

The start of injection is started by a dynamometer controller that maintains a constant engine speed until the engine torque reaches the so-called 'maximum braking torque (MBT)'. MBT is the most efficient operating condition for sustained engine speed and air / fuel ratio.

The resulting injection timing (start and duration) and other measured quantities are recorded under operating conditions.

2. Fumigation Inflow Behavior

The engine is set under smooth running conditions with high DME flow rates.

The main fuel injection period is set to a lambda value of 2 and the start of the injection timing is set at top dead center.

The DME flow rate is reduced while the main fuel flow rate is increased to maintain a constant lambda until the braking torque reaches its maximum.

Injection start timing proceeds until MBT timing is achieved while continuing to adjust the main fuel flow rate to maintain the lambda if necessary.

The resulting injection timing (start and duration) and other measured quantities are recorded under operating conditions.

3. diesel engine operation

Injection start timing proceeds for the MBT while keeping the lambda at 2 throughout the injection period.

The specification of fuel is as follows.

Methanol Purity 99.8% +

Deionized Water Purity 99.8% +

Dimethyl ether (DME) purity 99.8% +

Diethyl ether (DEE) purity 99.8% +

1.3 Results

The test results are shown in the table below.

1.5 Additional Test Tasks

Additional test work is performed to analyze additional fuel and fumigant combinations, the results of which are summarized in Tables 11 and 12 below. Note the following:

전체적으로, 1000 rpm에서의 엔진 효율성은 더 높은 엔진 속도에서의 동일하거나 유사한 연료보다 낮다. 이것은, 변형되지 않은 Hatz 엔진이 약 2000 rpm에서 최대 효율을 가지고 이것이 기대되는 점을 기반으로 한다. 더 낮은 rpm에서의 최대 효율을 위해 고안된 더 큰 엔진이 사용되는 경우 연료를 사용하는 효율이 개선된다.

Overall, engine efficiency at 1000 rpm is lower than the same or similar fuel at higher engine speeds. This is based on the fact that an unmodified Hatz engine has maximum efficiency at about 2000 rpm and this is expected. Fuel efficiency is improved when larger engines designed for maximum efficiency at lower rpm are used.

ADS9000 장치를 사용하는 NO 방출은 이러한 테스트 프로그램 동안 이러한 감지기의 실패로 인하여 존재하지 않는다.

NO emissions using the ADS9000 device do not exist due to the failure of these detectors during this test program.

연료 인젝터는 25회차 테스트를 실패한다. 실패가 테스트에서 늦었으므로 이러한 테스트에 기록된 데이터는 여전히 타당한 것으로 보이며, 따라서 이 부록에 포함되었다. 주목할 것은 25 회차 및 27회차의 비교 성능으로, 첨가제를 제외하고는 매우 유사한 주 연료 조성물을 가진다.

The fuel injector fails test 25 times. Because the failure was late in the test, the data recorded in these tests still seem to be valid and therefore included in this appendix. Of note is the comparative performance of rounds 25 and 27, with very similar main fuel compositions except for the additives.

1.5 Comparison table between% volume and% mass in fuel composition

The table of test results briefly described in 1.1 to 1.4 is based on the relative amounts of the main fuel compositions measured in volume. Tables 13 and 14 below enable the conversion between% volume and% weight for the fuel composition to be produced.

1.6 Observation on the test results reported in sections 1.1 to 1.5.

Adding DME Fumigation to Water and Ether:

The reported work demonstrates that water has certain key properties that make it a useful additive to methanol:

1. When injected into combustible methanol fuel up to one point, the efficiency does not fall but rises to an appropriate point, and then the proportion of water decreases while continuing to rise. This is assumed by the applicant of the increase in efficiency due to combustion elements such as:

a. The spectral properties of water, such as emissivity and absorption coefficient, are superior to methanol over the heating (e.g. infrared IR) band, which helps the radiant heat to be absorbed into droplets of fuel and water mixed with methanol, which allows methanol to absorb high speed heat. This is because methanol will evaporate from the droplets at an accelerated rate because it will share and evaporate first.

The emissivity of water is from 0.9 to 1.0 as reported in the literature, which is a black body for near infrared radiation and methanol is almost 0.4 to less than half thereof.

b. The thermal conductivity of water is greater than that of methanol.

c. The thermal diffusion rate of water is greater than that of methanol.

d. The points b and c cause a greater transfer of heat in the droplets due to the presence of water and again accelerate the conversion of liquid methanol to gas since the methanol concentration decreases as the droplet is reduced.

2. The reported work provides evidence of the viability of water methanol fuel through the demonstration of its smooth operation when operating even at high levels of water with an adequate amount of ignition assistance by a fumigant. The data indicated in FIG. 7, obtained from the above reported work, show that there is a peak of adiabatic efficiency achieved when the water content is in the range of about 12% to 23% by weight of the main fuel composition. The area of improved BTE is for water content of 2% to 32% and optimal results are achieved in areas close to about 16-18% with DME fumigants. This is a surprising result. Injecting such high levels of water into the combustion chamber was not expected to allow the compression ignition engine to operate in an acceptable operation by the COV of the IMEP (coefficient of change in the medium effective pressure indicated).

From the experimental data reported above, in most cases the lower ranked BTE performer is undiluted methanol and excellent performance is obtained with a mixture comprising DME in the 4-9% weight range.

If the water content exceeds about 30% by weight or more in the fuel containing the amount of DME mentioned earlier, the efficiency falls back to the level where the fuel is burned and kept constant by the absence of heat.

It is noted that about 70% of the fuel is burned in the engine despite half the efficiency due in part to the higher drainage content.

8 shows a graph of the ether content in weight percent and the resulting BTE of fuel. Brackets (}) are used to indicate points relating to the use of diethyl ether as the ether component of the fuel composition, while the ether used at the other split point is dimethyl ether. FIG. 8 shows an increase of some 1.5% of BTE by introducing 4% DME in the liquid state at about 16% water content relative to the undiluted methanol case. In general, this result provided through the use of the amount of ether in the box indicated by the dashed line provides an advantage over the main fuel composition. Increasing the ether content above the 10% level creates additional costs without corresponding treatment improvements and advantages.

At low levels, the profit of 16% DME is small compared to 4%, and the 4% DME outperforms 16% DME at a water content higher than about 6. The difference is that about 8% by weight DME has a slightly higher BTE than 4% DME throughout the water content range, averaging 0.3% up to about 36% water in the fuel.

Diethyl ether (DEE, parenthesis) of fuels with weaker BTE in the low water range is similar to neat methanol, but the water content of the fuel increased above about 25% DEE to match the moisture content of the DME. Improve performance

In terms of adiabatic efficiency, the DEE cannot be selected before the DME of methanol water fuel unless other factors such as volatility or water vapor pressure dominate.

Effect of water and fumigants on NO:

In a fumigation environment in which a coolant such as water is applied, a reduction in NO can not be achieved and the extent of the NO reduction cannot be predicted. The test run shows a trough of 0.2 grams / kw-hr in 36% wt water as shown in FIG. 9, with the NO decrease indicating a very dramatic increase as the water level increases.

10 provides another illustration of the effect of increasing the water content having NOx of exhaust gas. The 4% and 8% DME lines show good response to NOX formation even at high inlet air temperatures. The same trend can be seen in the case of fumigation, and when NOX decreases, the water level shows higher NO levels compared to low DME cases and increases by 16.5 DME and 8.8 DEE. All heated operations without water produce higher NO than diesel fuel without preheating.

 Advantages of one operating area in the figures accompanying the data include the use of a main fuel composition comprising methanol and 20 to 22% water per weight and 4 to 6% wt DME in the main fuel composition by fumigation. Such fuels achieve good efficiency and low NO. The preferred fuel operating area can be further extended to allowable operation of the CI engine as described in detail in other sections of this application.

Diesel fuel on the same engine, in contrast, achieves 4.9 grams / kw-hr at lambda 2 and 2000 rpm (lambda and speed of all fumigation tests in these graphs).

Fumigation:

The use (or fumigation) of fumigation agents has not been previously considered for complex fuel compositions, in particular fuel compositions including water and methanol, and optionally other additives such as DME. The commercial use of these technologies has not been reported for certain. This is due to the fact that such fuels may not be able to operate smoothly, given the low calorific value of methanol, which can be further damaged by mixing these fuels in high latent heat dilutions such as water. The use of fuels containing large amounts of water is also unexpected, since water is generally used for extinguishing rather than ignition.

To investigate this space, a single cylinder engine with the same capacity of a cylinder of a 5 liter V8 engine is used, and larger injectors are installed to overcome the low calorific value per liter of some fuel to be tested.

Such larger injectors have the effect of reducing engine efficiency, but as a comparison between fuels considering mirror conditions have been applied, the validity of the comparison is recognized by experts testing the engine. Large injectors are required for the specific operating conditions of the test and the engine operates at high rpm due to the small engine size, but changes in these factors due to the resulting reduction in the relative content of fumigants (ignition enhancers) injected into the engine's inlet air. There is additional work to make this possible. Experimental work performed to support the present application is performed at 2000 rpm and 1000 rpm, the latter being the lowest operable speed of the Hatz engine used for the program.

Example 2: 70% methanol by inlet heating method and fumigation operation: 30% water

A fuel comprising 70% methanol and 30% water is introduced to the combustion ignition engine shown schematically in FIG. 1.

During different engine operating phases (starting, sustaining at low loads, sustaining at 50% to 100% full load, rest periods, etc.), the engine can be operated in different modes and their combined modes.

 During operation at 0-50% engine load, the incoming air is preheated at 150-200 ° C. without fumigant. The loss of air flow to the engine at elevated temperatures is compensated by the low load engine.

In the case of 50% to full load operation, the inlet air preheating level can be reduced and in addition, a fumigant comprising 95% DME, 3% methanol and 2% water can be used. Fumigation agents are injected into the intake air in an amount of 5% wt of the total fuel input. This fumigation level can be lowered when the full load is approached.

In the starting stage, the inlet air is preheated and in addition, a larger weight percent fumigant in relation to the main fuel is fumigation in the inlet air. Suitable fumigants for this stage of operation are 20% to 50% of fumigants including 100% DME.

In the pause after the engine is running, fumigation can be stopped.

Inlet air preheating by periodic support from fumigation (for engine rpm and load) allows the operation of the engine to overcome the presence of water at the 30% level of the main fuel composition.

Example 3: 95% methanol by heating without fumigation: 5% water fuel

Example 2 is repeated, but the fuel composition is 95% methanol: 5% water. Inlet air is preheated at 150 ° C to 200 ° C. Such a device may include a turbocharger and an exhaust / intake air heat exchanger.

Example 4: 26% methanol by inflow and fumigation: 74% water

Example 3 is repeated, but the fuel composition is 26% methanol: 74% water fuel. Such fuel compositions may be suitable for use in marine applications for operating marine CI engines. In this case, seawater can be used as a heat sink if necessary to obtain the required level of condensation from the exhaust gas. In a marine environment, the level of the fuel composition is about 74% (or more) and 26% (or less) of the fuel is methanol in order to ensure safety against leakage of enclosed spaces when there is a flame retardant vapor phase. This high water content avoids the risk of ignition causing the engine compartment to burn.

Exemplary fuel may be pumped to the main fuel storage tank of a composition ready for use (ie, a composition with 74% water in a methanol composition). Alternatively, the premix having a low water level (relative to the engine use composition) can be pumped into the storage tank, and the water level rises through water dilution of the final premix between storage and its filling to the engine. The water source can be any water source, for example recycled or demineralized water. This option has the advantage over the weight of the fuel composition contained in the container.

Ignition of such fuels requires a heating method as described above. Sprays fumigation into DME steam or air inlet provide sufficient means to ignite the fuel.

The amount of water in the exhaust can be calculated to be about 30-50%. It is based not only on the water in the inlet air but also on the original water in the fuel and the water from the combustion of methanol and DME. This surprising result is due to the high water content in the fuel, the water vapor at the air inlet and the high hydrogen content of methanol combined with water combustion products (methanol and DME) from the fuel (including more hydrogen by volume than cryogenic liquid hydrogen). .

This combustion reaction will produce a large amount of water, with the possibility of recycling some of it and mixing it with the low content premix fuel stored in the storage tank. In some embodiments, it is advantageous to reduce supply chain logistics costs associated with the presence of water in the fuel by satisfying the target engine at higher water levels by transporting higher methanol content based fuel and collecting water from the engine exhaust.

The heat exchange and spray chamber apparatus using pure water with optional additives for the removal of selected species in the last step can be configured to ensure less non-CO2 contamination due to the combustion of methanol. In addition, the final purification of the exhaust gases can be obtained by, for example, absorption of this fluorine methanol onto the activated surface for integration into later desorption and recycling or as part of a fumigant or main fuel for the engine in a process using known techniques. Can be.

For SOX, the exhaust gas in this case has the following analysis:

SOX <0.1 ppm.

In general, the release of other contaminants such as NOx particulates will be less than in oil based diesel fuels.

Absorption of small amounts of NOx and SOX and aqueous CO ₂ formed in the combustion step can cause weak decay of the water returned to mix with the fuel. Recovery mixing may require chemical treatment or mechanical control to counteract this weak acidification.

The exhaust gases resulting from this purification have improved emissions over diesel fuels in terms of fuel, hydrocarbons, particulate NOX and SOX emissions, which are environmentally beneficial.

CO ₂ recovery

Exhaust gases generated from high water fuel contain little impurities and make them ideal for subsequent processing. In particular, CO ₂ is directly reconverted to methanol to reduce greenhouse gases, CO ₂ or high purity CO ₂ can be used for organic growth such as algae for many end uses including methanol production, Use energy sources that may include renewable sources.

By separating or purifying the oxygen level in the air, nitrogen may be reduced or removed from the engine due to the resulting reduction or removal of the NOx potential from oxidation of nitrogen. Recycling the exhaust gas CO ₂ to the engine O ₂ intake allows for the optimization of oxygen levels entering the engine and the generation of fairly pure CO 2 and water vapor exhaust. This concentrated CO ₂ is ideal for further treatment with methanol or for the applications mentioned above if necessary.

Example 5: 90% methanol by heating without fumigation: 5% water: 15% DME  fuel

Example 2 is repeated but DME is added to the main fuel methanol water fuel composition. Inlet air is preheated to 50 ° C to 150 ° C. Such devices may include turbochargers and exhaust / intake air heat exchangers. The required preheat temperature can be low or zero in the higher load range with some preheating required at lower loads and lower engine speeds.

Example 6: optional Fumigation  Having a fuel composition for use by a heating method

In the table below, examples of methanol / water fuel compositions are briefly described with respect to the operation of a combustion ignition engine with inlet air preheating. Such methanol / water fuel compositions may be operated with inlet air preheating at a level of at least 50 ° C., at least 100 ° C., at least 150 ° C., at least 200 ° C., at least 300 ° C. or higher (depending on prevailing conditions). The fuel composition may additionally be used in combination with a fumigant (or as an alternative to inlet air preheating), examples of suitable fumigants for fuels are indicated in the second part of the table. The main fuel of each numbered line can be paired with a suitable fumigant on the same number line, although a pair between neighboring fuels and a fumigant is possible. For the identity of fuel extenders, lubricants, ignition enhancers and other additives, they are selected from the examples provided in the above description. The percentage amounts referred to in the table for these additives refer to the total amount of a single additive of this substrate or the additive of this substrate when a combination of one or more of these additives of this class is used. Specific examples utilize sugar or fatty acid esters as fuel extenders, fatty acid esters or ethanolamine derivatives as lubricating additives, esters as ignition enhancers, and produce color and flame colors as additional additives.

Various fumigants are indicated in the table, and some are classified as lower ignition characteristics than those classified as higher ignition components. The listed components are not complete and other suitable components listed herein and known to those skilled in the art may also be used.

Claims (43)

As diesel engine fuel composition:
At least 20% by weight of methanol of the fuel composition;
At least 20% by weight of water of the fuel composition;
The ratio of water to methanol between 20:80 and 80:20
A total amount of water and methanol of at least 60% by weight of the fuel composition, and
One or more additives, the total amount of which is at least 0.1% by weight of the fuel composition, wherein the level of sodium chloride when present as the additive is between 0 and 0.5% by weight of the fuel composition and of the flavoring agent when present as the additive Level is between 0 and 1.5% of said fuel composition;
Including;
Wherein said fuel composition comprises 0-20 weight percent dimethyl ether. The method of claim 1, wherein the additive is an ignition improver, a fuel extender, a combustion enhancer, an oxygen absorbing oil, a lubricating additive, a product coloring additive, a flame color additive, a corrosion resistance additive, an insecticide, an antifreeze agent, a complex reducing agent, a denaturant, A diesel engine fuel composition, selected from the group consisting of pH control agents, and mixtures thereof. As a diesel engine fuel composition,
At least 20% by weight methanol and 3% to 40% by weight of water, ignition improvers, fuel extenders, combustion enhancers, oxygen absorbing oils, lubricating additives, product coloring additives, flame color additives, corrosion resistance additives, pesticides, freezing point A diesel engine fuel comprising at least one additive selected from the group consisting of a lowering agent, a complex reducing agent, a denaturant, a pH control agent, and mixtures thereof, wherein the fuel composition comprises 0 to 20% by weight of dimethyl ether. Composition. The diesel engine fuel composition of claim 3, wherein the water content is from 3 wt% to 33 wt% of the fuel composition, and the content of dimethyl ether is 0-20 wt% of the fuel composition. The diesel engine fuel composition of claim 3, wherein the water content is from 5% to 40% by weight of the fuel composition. The diesel engine fuel composition of claim 3, wherein the water content is from 12% to 23% by weight of the fuel composition. The diesel engine fuel composition of claim 3, wherein the content of the additive is 20% by weight or less of the fuel composition. The diesel engine fuel composition of claim 3, wherein the water content is between 20% and 22% by weight of the fuel composition and the content of dimethyl ether is 4-6% by weight of the fuel composition. 8. The diesel engine fuel composition according to claim 3, wherein the content of dimethyl ether is 0 to 10% by weight of the fuel composition. 9. The diesel engine fuel composition of claim 1, wherein the diesel engine fuel composition is a single phase fuel composition. 9. The diesel engine fuel composition of claim 1, wherein the total amount of water and methanol is at least 80% by weight of the fuel composition. 10. The diesel engine fuel composition of claim 1, wherein the methanol in the diesel engine fuel composition is natural methanol. The method of claim 1, wherein the additive is:
Product coloring additives up to 1% by weight of the fuel composition, and
Up to 1% by weight of the flame color additive of the fuel composition
Including, diesel engine fuel composition. As a method of operating a compression ignition engine using a fuel containing methanol and water:
Preheating the intake air stream, introducing preheated air into the combustion chamber of the compression ignition engine, and compressing the preheated air; And
Introduce the fuel comprising at least 20% by weight methanol and 3-40% by weight water and 0-20% by weight dimethyl ether into the combustion chamber and ignite a fuel / air mixture to drive the compression ignition engine Steps to
Comprising, a method of starting a compression ignition engine. The method of claim 14 including preheating the intake air to at least 50 ° C. 16. The method of claim 14 including preheating the intake air to 150 ° C. to 300 ° C. 16. 15. The method of claim 14 comprising passing exhaust material from the engine through a heat exchanger to preheat the intake air stream entering the compression ignition engine. 18. The method of claim 17, comprising cooling exhaust material through the heat exchanger, collecting water from the cooled exhaust material, and recycling at least a portion back to the fuel. 17. The method of any one of claims 14 to 16, comprising condensing exhaust material, collecting water from the condensed exhaust material, and recycling at least a portion back to the fuel. 17. The method of any of claims 14 to 16, comprising fumigation of the intake air stream with a fumigation agent containing an ignition enhancer. The method according to any one of claims 14 to 16, wherein the fuel has a composition of the diesel engine fuel according to claim 3. As a power generation system:
Preheating the inlet air stream of the compression ignition engine and / or fumigation the inlet air stream with an ignition enhancer;
Operating the compression ignition engine with methanol-water fuel for power generation, wherein the methanol-water fuel contains at least 20% by weight methanol and 3-40% by weight water, and 0-20% by weight dimethyl ether. Includes-;
Treating engine exhaust gas to recover exhaust heat and / or water from the compression ignition engine; And
Redirecting the heat and / or water for further use
Including, power generation system. The power generation system of claim 22, comprising recycling the exhaust heat and / or water back to the compression ignition engine. 23. The power generation of claim 22, comprising exchanging heat from the exhaust gas for water in a hot water loop through a heat exchanger and transferring heat in the water to the local population through the hot water loop. system. The system of claim 22, wherein the system is adapted to power a rail vehicle and remove particulates from the exhaust gas and recover heat and water to be recycled back to the compression ignition engine and / or exhaust for use in the rail vehicle. Processing the gas. 23. The desalination system of claim 22, wherein the power generation system is adapted to power marine vehicles, to decontaminate heat and water for recycling to the compression ignition engine and / or to redirect for use in the marine vehicle. Processing the exhaust gas in a desalinator. The power generation system of claim 22 including mixing engine exhaust gas and water in a mixer to cool the exhaust gas and recover water from exhaust gas condensate. The power generation system of claim 27, comprising pumping water from the mixer to a liquid / gas heat exchanger to further cool the water. The power generation system according to claim 22, wherein the fuel has a composition of the diesel engine fuel according to claim 3. 29. The process according to any one of claims 22 to 28, comprising the step of treating a pre-fuel composition comprising methanol and ether and optionally water in a pretreatment, wherein the pretreatment separates the ether from the methanol and enters the inlet stream. Using ether as the ignition enhancer in fumigation. 31. The power generation system of claim 30, wherein the pre-fuel composition comprises 7-10 weight percent ether. The power generation system of claim 22, comprising preheating the inlet air stream to at least 50 ° C. 29. The power generation system of claim 22, comprising preheating the inlet air stream to 150 ° C. to 300 ° C. 29. A method of conveying a pre-fuel composition comprising methanol and ether, comprising: transferring the pre-fuel from a first location to a second location remote from the first location, and methanol and 0-20 wt% ether Separating the ether from methanol to produce a first fuel portion comprising and a second fuel portion comprising the ether. The method of claim 34, wherein the ether is dimethyl ether. Pre-fuel composition comprising methanol and up to 10 weight% ether. The pre-fuel composition of claim 36, wherein the ether is dimethyl ether. The pre-fuel composition of claim 36 further comprising water. The diesel engine fuel composition of claim 3, wherein the diesel engine fuel composition is for the method of claim 14 or the power generation system of claim 22. A diesel engine fuel composition comprising at least 20% by weight methanol, 3-40% by weight water and 0-20% by weight dimethyl ether when used to run a diesel engine as a perfect substitute for a general diesel engine fuel. delete delete delete

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